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EASA Module 13 study materials
EASA Module 13 study resources

EASA Module 13 practice questions

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Question 1Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Under Part-M, which document formally establishes the maintenance programme that an operator must have approved for a large aeroplane?

  1. The Maintenance Organisation Exposition issued by the Part-145 organisation
  2. The Type Certificate Data Sheet issued by the design approval holder
  3. The Airworthiness Review Certificate issued by the continuing airworthiness management organisation
  4. The Aircraft Maintenance Programme approved by the competent authority Correct answer.

Explanation

Part-M requires the operator of a large aeroplane to have an aircraft maintenance programme approved by the competent authority of the state of registry. The programme defines the scheduled tasks and intervals derived from the maintenance review board report and the design approval holder recommendations. Other documents describe capability or design data but do not constitute the approved programme itself.

Question 2Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

An aircraft has accumulated a defect that is deferred under the Minimum Equipment List. Who is responsible for ensuring the rectification is completed within the stated interval?

  1. The competent authority of the state of design
  2. The continuing airworthiness management organisation and the operator Correct answer.
  3. The design approval holder
  4. The Part-145 line maintenance certifying staff alone

Explanation

Deferred defects under the MEL remain the responsibility of the operator, supported by the CAMO that manages continuing airworthiness, and must be closed within the permitted rectification interval. The certifying staff records and releases the aircraft but does not own the tracking obligation. Authorities and design holders oversee approval, not day-to-day rectification control.

Question 3Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which statement correctly describes the purpose of an airworthiness review under Part-M?

  1. It verifies that the aircraft, its records and its continuing airworthiness management comply with Part-M before an ARC is issued or renewed Correct answer.
  2. It replaces the need for scheduled maintenance checks during the coming year
  3. It is a duplicate of the annual maintenance check performed by the Part-145 organisation
  4. It transfers responsibility for airworthiness from the operator to the competent authority

Explanation

The airworthiness review is an evidence-based assessment of the aircraft, its documentation and the management of continuing airworthiness, culminating in the issue or renewal of the ARC. It does not substitute for scheduled maintenance, nor does it shift the operator's responsibility to the authority. It complements, rather than duplicates, maintenance checks.

Question 4Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

A component is removed from an aircraft and fitted to another aircraft of the same type. Which record must accompany it to support this transfer?

  1. A copy of the aircraft flight manual
  2. The operator's MEL approval letter
  3. A new certificate of registration for the receiving aircraft
  4. An authorised release certificate plus the component maintenance history and life-limited part status Correct answer.

Explanation

Serviceable components must be accompanied by an authorised release certificate and traceable maintenance history, including status for life-limited parts. These records allow the receiving organisation to confirm eligibility and remaining life. Flight manuals, registration certificates and MEL approvals do not establish component serviceability.

Question 5Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which of the following is the primary purpose of a maintenance review board report?

  1. To certify individual maintenance engineers for the type
  2. To authorise the issue of the certificate of airworthiness
  3. To define the initial scheduled maintenance requirements for a type, which operators then use to develop their own programme Correct answer.
  4. To set the spare parts pricing policy for the type

Explanation

The MRB report establishes the initial minimum scheduled maintenance and inspection requirements for an aircraft type. Operators use it, together with design holder data, to build a maintenance programme for approval. It does not certify personnel, authorise airworthiness certificates or address commercial matters.

Question 6Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

In the context of Part-M, what does the term 'continuing airworthiness' cover?

  1. The commercial scheduling of aircraft between routes
  2. Only the initial certification activities before first flight
  3. All processes ensuring the aircraft meets airworthiness requirements throughout its operating life Correct answer.
  4. Only the physical maintenance tasks performed at base maintenance

Explanation

Continuing airworthiness encompasses all processes ensuring that an aircraft complies with applicable airworthiness requirements and remains in a condition for safe operation throughout its life. It includes maintenance, defect control, modifications, records and airworthiness review. It is not limited to base maintenance or initial certification.

Question 7Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

A Part-145 organisation wishes to add a new aircraft type to its approval. What is required before it can certify maintenance on that type?

  1. A verbal agreement from the competent authority inspector
  2. A new Part-66 licence issued to every employee
  3. An extension of the organisation's approval scope supported by demonstrated capability, facilities and competent staff Correct answer.
  4. Approval from the aircraft manufacturer's sales department

Explanation

Adding a type requires a formal extension of the Part-145 approval scope, supported by evidence of facilities, tooling, data and qualified staff. The competent authority assesses and approves the extension before certification may occur. Informal agreements or manufacturer commercial departments cannot grant approval.

Question 8Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which of the following best describes the role of the certificate of release to service?

  1. It authorises the pilot to depart without further checks
  2. It certifies that the maintenance has been completed satisfactorily and the aircraft or component is fit for release Correct answer.
  3. It certifies that the aircraft is permanently airworthy for all future flights
  4. It replaces the need for a certificate of airworthiness

Explanation

The CRS confirms that specified maintenance has been completed and the aircraft or component is fit for release to service, within the scope of the certifying staff's authorisation. It is a point-in-time certification, not a permanent guarantee, and it does not replace the certificate of airworthiness.

Question 9Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

An operator wants to deviate from a scheduled task interval in the approved maintenance programme. What is the correct course of action?

  1. Ask the Part-145 organisation to decide unilaterally
  2. Seek approval for a variation from the competent authority, supported by justification and design holder data Correct answer.
  3. Apply the deviation immediately and inform the authority at the next audit
  4. Record the deviation in the technical log without further action

Explanation

Deviations from an approved maintenance programme must be formally approved as variations, with justification and supporting data from the design holder where applicable. Unilateral changes, even if recorded, do not satisfy the approval requirement. The Part-145 organisation cannot authorise programme variations on its own.

Question 10Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which record must be retained to demonstrate that a life-limited part has not exceeded its approved life?

  1. The invoice for the last purchase of the part
  2. The aircraft's paint scheme drawings
  3. A photograph of the installed part
  4. A cumulative record of hours or cycles since new, traceable to the part Correct answer.

Explanation

Life-limited parts require cumulative records of hours or cycles since new, allowing remaining life to be calculated before installation or continued operation. Commercial invoices, photographs and paint drawings do not provide the required traceability. Accurate cumulative records are essential to prevent exceeding approved lives.

Question 11Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Under Part-M, who may issue an airworthiness review certificate for an aircraft managed by a CAMO with the appropriate privilege?

  1. The pilot in command after a pre-flight inspection
  2. The aircraft fuel supplier
  3. Any Part-66 licensed engineer regardless of organisation
  4. Appropriately authorised staff of the CAMO, where the privilege has been granted Correct answer.

Explanation

Where the CAMO holds the relevant privilege and staff are appropriately authorised, it may issue the ARC following an airworthiness review. A Part-66 licence alone does not confer this privilege, and operational personnel such as pilots cannot issue an ARC. The privilege is tied to the organisation's approval.

Question 12Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

What is the purpose of a maintenance check flight in continuing airworthiness management?

  1. To verify that an aircraft or system functions correctly after maintenance when ground checks are insufficient Correct answer.
  2. To train cabin crew in emergency procedures
  3. To replace the need for scheduled inspections
  4. To satisfy the annual airworthiness review requirement

Explanation

A maintenance check flight is performed when ground testing cannot adequately verify the correct functioning of an aircraft or system after maintenance. It is a verification tool, not a substitute for scheduled inspections or the airworthiness review. Cabin crew training is unrelated to this activity.

Question 13Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which of the following is a required element of a technical log?

  1. The aircraft's purchase contract
  2. The cabin crew duty roster
  3. The airport slot allocation
  4. Details of defects and the maintenance action taken, with certification Correct answer.

Explanation

The technical log records defects, deferred items and the maintenance actions and certifications performed, providing an operational and airworthiness trail. Commercial contracts, crew rosters and slot allocations are not part of it. The log links line operations with the maintenance organisation.

Question 14Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

A modification is proposed that affects the aircraft type design. What must be established before it can be embodied?

  1. Only the pilot's written consent
  2. Approval of the modification by the design approval holder or competent authority, as applicable Correct answer.
  3. Only the operator's commercial approval
  4. Only the maintenance organisation's internal quality approval

Explanation

Modifications affecting type design require approval through the appropriate design approval process, such as a supplemental type certificate or an approved minor change. Commercial, quality or pilot approvals alone cannot authorise a design change. The approved data then supports embodiment and recording.

Question 15Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Under Part-66, which category of licence typically covers certifying staff working on avionics systems?

  1. Category C
  2. Category B2 Correct answer.
  3. Category A
  4. Category B1.1

Explanation

Category B2 covers avionics maintenance certification, while B1 covers mechanical and A covers limited line tasks. Category C is associated with base maintenance certification of the whole aircraft. The categories reflect the systems and level of certification permitted.

Question 16Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which of the following describes the function of a reliability programme within continuing airworthiness management?

  1. It monitors maintenance effectiveness and supports adjustment of programme tasks and intervals based on collected data Correct answer.
  2. It replaces the need for scheduled inspections
  3. It sets the aircraft's dispatch reliability target for marketing
  4. It guarantees that no component will ever fail in service

Explanation

A reliability programme collects and analyses maintenance and failure data to assess whether the maintenance programme remains effective and to justify adjustments. It cannot guarantee the absence of failures and does not replace inspections. Marketing targets are unrelated to its airworthiness purpose.

Question 17Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

An aircraft is to be stored for an extended period. What continuing airworthiness consideration applies?

  1. No action is needed because the aircraft is not flying
  2. Only the fuel tanks need to be emptied
  3. A storage maintenance programme must be applied and the aircraft preserved and inspected before return to service Correct answer.
  4. The certificate of airworthiness is automatically suspended and never restored

Explanation

Extended storage requires a defined storage maintenance programme covering preservation, periodic inspections and return-to-service checks. Inactivity does not remove airworthiness obligations, and the certificate of airworthiness is not permanently invalidated by storage. Fuel handling alone is insufficient.

Question 18Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which statement best describes the relationship between the CAMO and the Part-145 maintenance organisation?

  1. The CAMO manages continuing airworthiness and contracts maintenance to approved organisations, which certify the work performed Correct answer.
  2. The two roles are always held by the same legal entity
  3. The CAMO performs all maintenance and the Part-145 organisation only stores records
  4. The Part-145 organisation manages the operator's airworthiness programme

Explanation

The CAMO is responsible for managing continuing airworthiness and arranges maintenance with appropriately approved Part-145 organisations, which perform and certify the work. The roles are distinct and may be held by separate or combined entities depending on approval. The maintenance organisation does not manage the operator's programme.

Question 19Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

A defect is found that is not covered by the MEL and affects airworthiness. What is the correct action?

  1. The defect may be ignored if the next scheduled check is soon
  2. The defect may be deferred if the operator's commercial pressure justifies it
  3. The defect may be deferred at the pilot's discretion
  4. The aircraft must not be released to service until the defect is rectified in accordance with approved data Correct answer.

Explanation

Defects affecting airworthiness that are not covered by an approved deferral must be rectified before release to service. Discretionary deferral by pilots or commercial considerations cannot override this requirement. Approved data must be used for the rectification.

Question 20Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

What is the significance of the 'approved data' requirement when performing maintenance?

  1. Any data found on the internet is acceptable if it looks correct
  2. Approved data is only required for cosmetic repairs
  3. Data approval is only needed for base maintenance
  4. Maintenance must be carried out using data approved by the competent authority or acceptable to it, ensuring the work meets airworthiness standards Correct answer.

Explanation

Maintenance must be performed using approved data, such as approved maintenance manuals or instructions acceptable to the competent authority, so that work conforms to airworthiness standards. Unverified sources cannot be used, and the requirement applies across maintenance levels, including structural and cosmetic work.

Question 21Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

An operator receives an airworthiness directive with a compliance date. What is the correct continuing airworthiness action?

  1. Apply the AD only if the aircraft is based in the state of design
  2. Wait until the next scheduled heavy check regardless of the date
  3. Delegate the decision to the parts supplier
  4. Incorporate the AD into the maintenance programme and records, and ensure compliance by the mandated date Correct answer.

Explanation

Airworthiness directives are mandatory and must be incorporated into the maintenance programme and tracking records, with compliance achieved by the mandated date. Deferring to a later check or applying it selectively by location is not permitted. Suppliers cannot decide on AD applicability.

Question 22Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which of the following is a key element of a safety management system within a maintenance organisation?

  1. Reliance solely on regulatory audits
  2. Systematic hazard identification, risk assessment and mitigation with feedback into the organisation Correct answer.
  3. A policy of not reporting errors to protect staff
  4. Elimination of all documentation to reduce workload

Explanation

An SMS relies on systematic hazard identification, risk assessment and mitigation, with reporting and feedback loops that improve safety performance. Suppressing error reports, relying only on external audits or removing documentation undermines the system. Safety management requires proactive internal processes.

Question 23Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

A CAMO is assessing whether to extend a component's overhaul interval based on service experience. Which approach best supports a defensible decision?

  1. Extend the interval immediately to reduce cost and document it later
  2. Extend the interval only on aircraft with low utilisation without analysis
  3. Ask the flight crew to decide the interval
  4. Analyse reliability data and obtain approval for the revised interval with supporting justification Correct answer.

Explanation

Interval changes must be evidence-based, using reliability and service data, and formally approved with justification before implementation. Immediate unapproved changes, selective application without analysis or crew decisions do not meet continuing airworthiness requirements. The decision must be traceable and defensible.

Question 24Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which records must be kept to demonstrate compliance with a repetitive airworthiness directive over the aircraft's life?

  1. Only a verbal confirmation from the certifying engineer
  2. Only the most recent compliance record
  3. Only the original AD document as issued
  4. Records showing each compliance action, its date and the accumulated hours or cycles at each occurrence Correct answer.

Explanation

Repetitive ADs require records of each compliance action, including dates and accumulated hours or cycles, to prove that every recurrence was performed within the required interval. Keeping only the latest record or the original AD does not demonstrate continuous compliance. Verbal confirmation is not an acceptable record.

Question 25Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

An aircraft is transferred to a new operator. What continuing airworthiness action supports a smooth transfer?

  1. A complete transfer of maintenance records, AD status and life-limited part data to the new operator and its CAMO Correct answer.
  2. Destroying old records to reduce storage costs
  3. Handing over only the keys and the flight manual
  4. Relying on the previous operator's verbal assurance

Explanation

Transfer requires full handover of maintenance records, AD compliance status and life-limited part data so the new operator can establish continuing airworthiness control. Keys and flight manual alone are insufficient, and destroying records removes essential traceability. Verbal assurance cannot substitute for documented records.

Question 26Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Under Part-M, which document defines the operator's approved maintenance programme and its basis?

  1. The maintenance programme approved by the competent authority, derived from the MPD and any additional operator requirements Correct answer.
  2. The aircraft flight manual performance section
  3. The parts catalogue issued by the airframe manufacturer
  4. The technical log page listing daily defects

Explanation

The approved maintenance programme is the controlling document for scheduled maintenance and must be based on the maintenance planning document plus any mandatory or operator-specific tasks. It is approved by the competent authority and forms the basis against which work orders are raised.

Question 27Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which qualification must a person hold to certify a maintenance task under a Part-145 approval?

  1. A Part-66 licence or equivalent authorisation issued by the Part-145 organisation for that task Correct answer.
  2. A manufacturer's training certificate alone
  3. A pilot licence with type rating on the aircraft
  4. A degree in aeronautical engineering from a recognised university

Explanation

Certification of maintenance in a Part-145 organisation requires certifying staff authorised by that organisation, normally holding a Part-66 licence or an equivalent qualification accepted by the competent authority. The authorisation is task and type specific and is issued by the organisation itself.

Question 28Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

What is the primary purpose of the aircraft technical log?

  1. To document the aircraft's type certificate data
  2. To provide the weight and balance envelope for loading
  3. To record defects, deferred items and releases between scheduled maintenance inputs Correct answer.
  4. To list all scheduled maintenance tasks and their intervals

Explanation

The technical log is the bridge between flight operations and maintenance, capturing defects, deferred defect status and certification of release to service. It accompanies the aircraft and supports continued airworthiness decisions between checks.

Question 29Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which of the following is a mandatory element of a maintenance organisation's exposition under Part-145?

  1. The company's marketing strategy
  2. A list of all airline customers
  3. A copy of every employee's employment contract
  4. A description of the scope of work and the procedures for certifying maintenance Correct answer.

Explanation

The maintenance organisation exposition must describe the scope of approval and the procedures used to control and certify maintenance. It is the reference document against which the competent authority audits the organisation.

Question 30Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

An airworthiness directive requires repetitive inspection of a structural item every 500 flight hours. Which record set best demonstrates compliance over the aircraft's life?

  1. Only the most recent inspection sign-off
  2. The aircraft delivery acceptance certificate
  3. A verbal confirmation from the previous operator
  4. Each inspection sign-off with date and hours, retained for the period required by the regulation Correct answer.

Explanation

Repetitive AD compliance must be traceable through records of every accomplishment, showing date and hours at each inspection. These records must be retained for the regulatory retention period so the full compliance history can be reconstructed.

Question 31Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

What does the mass and balance schedule establish for continuing airworthiness purposes?

  1. That the aircraft has completed its annual check
  2. That the maintenance programme has been approved
  3. That the crew have valid licences
  4. That the aircraft remains within its approved weight and centre of gravity limits for each configuration Correct answer.

Explanation

The mass and balance schedule defines the empty weight, CG position and loading limits and must be updated after modifications or repairs affecting mass. It ensures the aircraft can be operated within approved limits.

Question 32Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which of the following components must be controlled as a life-limited part?

  1. A component replaced on condition
  2. A component whose approved life is stated in the airworthiness limitations section and cannot be exceeded Correct answer.
  3. A component with a recommended overhaul interval only
  4. A consumable item such as a filter element

Explanation

Life-limited parts are those whose approved life is specified in the airworthiness limitations section of the instructions for continued airworthiness. Their accumulated life must be tracked so the limit is never exceeded, and records must be retained accordingly.

Question 33Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

What is the purpose of the minimum equipment list in continuing airworthiness?

  1. To define which equipment may be inoperative while the aircraft remains airworthy, with prescribed conditions Correct answer.
  2. To specify the minimum crew required for a flight
  3. To record the minimum fuel for dispatch
  4. To list the minimum tools needed for an engine change

Explanation

The MEL, derived from the master minimum equipment list, allows dispatch with specified equipment inoperative provided the stated conditions and procedures are met. It is a continuing airworthiness tool that preserves safety while permitting controlled deferral.

Question 34Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

A CAMO is reviewing a proposed repair scheme that deviates from the manufacturer's structural repair manual. What must be established before embodiment?

  1. That the repair uses only stock fasteners
  2. That the repair can be completed overnight
  3. That the repair is covered by approved data acceptable to the competent authority Correct answer.
  4. That the repair is cheaper than the manual scheme

Explanation

Any repair not covered by the standard manual must be supported by approved data, such as a design approval document or an acceptable alternative. Without approved data the repair cannot be certified as airworthy.

Question 35Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

An aircraft has been parked in a humid coastal environment for eight months without preservation. Which action best reflects continuing airworthiness management?

  1. Defer all inspections until the next scheduled check
  2. Assess the storage preservation instructions and perform any required inspections before return to service Correct answer.
  3. Replace only the tyres and return to service
  4. Return the aircraft to service after a walk-around check

Explanation

The instructions for continued airworthiness include storage and preservation requirements, and returning a stored aircraft to service requires the specified inspections and any corrective action. Environmental conditions such as humidity increase the risk of corrosion and must be considered.

Question 36Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

During a scheduled check, a crack is found in a primary structure location not addressed by the maintenance programme. What is the correct continuing airworthiness action?

  1. Record the crack in the technical log and defer it indefinitely
  2. Report the finding and obtain approved repair or inspection data before further flight Correct answer.
  3. Continue operating until the next C-check
  4. Blend out the crack and release the aircraft without further action

Explanation

A crack in primary structure is an airworthiness concern requiring assessment against approved data and, where necessary, a repair approved by the design approval holder or authority. The aircraft should not be released until the defect is resolved in accordance with approved data.

Question 37Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which approach best supports a CAMO decision to extend a component's overhaul interval based on service experience?

  1. Extend the interval locally and inform the authority afterwards
  2. Apply the extension to all components regardless of type
  3. Analyse reliability data and obtain approval for the revised interval through the approved maintenance programme Correct answer.
  4. Extend the interval only for aircraft flying short sectors

Explanation

Interval changes based on service experience must be supported by reliability analysis and incorporated into the approved maintenance programme. The change is then controlled and traceable rather than applied informally.

Question 38Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

What is the role of the continuing airworthiness management exposition?

  1. To describe how the organisation manages continuing airworthiness, including procedures and responsibilities Correct answer.
  2. To list the aircraft serial numbers owned by the operator
  3. To record the daily fuel uplift
  4. To provide the flight crew operating procedures

Explanation

The CAME sets out the organisation's procedures, responsibilities and scope for managing continuing airworthiness. It is the document the competent authority approves and audits against.

Question 39Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

An operator plans to lease an aircraft for six months from a foreign lessor. Which action best supports continuing airworthiness during the lease?

  1. Rely on the lessor to manage all maintenance without documentation
  2. Verify the aircraft's airworthiness status and records, and agree responsibilities for maintenance and defect control Correct answer.
  3. Suspend the maintenance programme for the lease period
  4. Accept the aircraft without reviewing its records

Explanation

A lease transfer requires a clear allocation of continuing airworthiness responsibilities and verification that records and airworthiness status are satisfactory. The maintenance programme and defect control must continue uninterrupted.

Question 40Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which of the following best describes the purpose of a maintenance review board report?

  1. To authorise flight crew training
  2. To approve the operator's financial arrangements
  3. To establish the initial scheduled maintenance requirements for an aircraft type Correct answer.
  4. To certify individual maintenance tasks

Explanation

The MRB report provides the industry baseline for initial scheduled maintenance tasks and intervals for a type. Operators use it, together with the MPD, to develop their approved maintenance programme.

Question 41Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

A repetitive airworthiness directive requires compliance within 100 flight hours. The aircraft has accumulated 60 hours since the last compliance. What is the correct planning action?

  1. Schedule the task so it is accomplished before a further 40 hours are flown Correct answer.
  2. Defer the task until the next C-check
  3. Record the task as not applicable
  4. Schedule the task at the next annual check

Explanation

Compliance must occur before the interval since the last accomplishment is exceeded, so the remaining margin is 40 hours. Planning must ensure the task is done within that window, taking account of expected utilisation.

Question 42Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which record retention requirement applies to certifying staff authorisations in a Part-145 organisation?

  1. Records need only be kept if the authority requests them
  2. Records may be kept informally by the individual
  3. Authorisation records must be kept for the period specified by the regulation and made available to the authority Correct answer.
  4. Records may be destroyed once the person leaves the company

Explanation

Authorisation and training records for certifying staff must be maintained for the regulatory retention period and be available for authority inspection. This supports traceability of who was authorised for which tasks and when.

Question 43Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

What does a finding of 'level 2' typically indicate in a Part-145 audit?

  1. A finding that is closed automatically at the next audit
  2. A finding that requires immediate suspension of the approval
  3. A non-compliance that could adversely affect airworthiness and must be corrected within a defined period Correct answer.
  4. A purely administrative observation with no airworthiness impact

Explanation

Level 2 findings are non-compliances that could adversely affect airworthiness and require a corrective action plan within a defined timeframe. They are more serious than observations but do not automatically suspend the approval.

Question 44Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

An aircraft is transferred to a new operator in another state. Which action best supports a smooth continuing airworthiness transfer?

  1. Retain all records at the previous operator indefinitely
  2. Transfer the aircraft without informing the authority
  3. Hand over only the technical log
  4. Provide a complete records package and confirm the airworthiness review status with the receiving authority Correct answer.

Explanation

A transfer requires a complete and traceable records package, including maintenance, AD and life-limited part records, plus confirmation of airworthiness review status. This allows the receiving authority and operator to establish continuing airworthiness without gaps.

Question 45Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which statement best describes the relationship between the type certificate holder and continuing airworthiness?

  1. The holder certifies individual maintenance tasks on operators' aircraft
  2. The holder is responsible for each operator's maintenance scheduling
  3. The holder issues the certificate of airworthiness
  4. The holder must provide instructions for continued airworthiness and respond to in-service safety information Correct answer.

Explanation

The design approval holder is responsible for producing and updating the instructions for continued airworthiness and for acting on in-service safety information. Operators then use that data to maintain their aircraft.

Question 46Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

A CAMO identifies that a component's reliability has degraded below the alert level. What is the most appropriate response?

  1. Increase the overhaul interval to reduce shop visits
  2. Investigate the cause and take corrective action, adjusting the maintenance programme if justified Correct answer.
  3. Ignore the alert until the next scheduled review
  4. Remove the component from the reliability programme

Explanation

Exceeding an alert level triggers an investigation into the cause and appropriate corrective action, which may include a programme change. This is the core feedback loop of a reliability programme.

Question 47Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

An operator wishes to use an alternative method of compliance to an AD that is not listed in the AD. What is the correct route?

  1. Defer the AD until the next scheduled check
  2. Use the alternative method if it is cheaper
  3. Apply the alternative method and notify the manufacturer
  4. Obtain approval for an alternative method of compliance from the authority that issued the AD Correct answer.

Explanation

An alternative method of compliance must be approved by the authority that issued the AD unless the AD itself provides for it. This preserves the intended level of safety while allowing practical flexibility.

Question 48Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which situation most clearly requires a maintenance check flight rather than a normal test flight?

  1. Routine crew training
  2. Positioning the aircraft for a charter
  3. Ferrying the aircraft for repainting
  4. Verification of correct functioning after maintenance that cannot be fully checked on the ground Correct answer.

Explanation

A maintenance check flight is performed to verify that systems affected by maintenance function correctly when ground checks are insufficient. It is a continuing airworthiness activity tied to the maintenance performed, not a routine operational flight.

Question 49Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

A CAMO is evaluating whether an unapproved modification can be embodied under an operator's own design capability. Which condition must be met?

  1. The modification must be within the scope of an approved design organisation capability and supported by approved data Correct answer.
  2. The modification must be inexpensive
  3. The modification must not affect the aircraft's paint scheme
  4. The modification must be reversible

Explanation

Embodiment of a modification requires approved design data, which may come from an approved design organisation acting within its scope. Cost, reversibility or cosmetic impact do not substitute for design approval.

Question 50Aircraft Maintenance and Continuing Airworthiness (Part-66 domain)

Which of the following best explains why the MEL cannot be used to defer a defect that affects the aircraft's structural integrity?

  1. The MEL applies only to avionics
  2. The MEL addresses equipment dispatch relief and does not provide relief for structural airworthiness Correct answer.
  3. The MEL is optional for all operators
  4. The MEL is replaced by the technical log

Explanation

The MEL provides relief for specified equipment items under defined conditions; it does not authorise operation with structural defects. Structural airworthiness must be maintained through approved data and repair.