Special inspections
One of the topics candidates miss most on the Aviation Mechanic Airframe written test. It sits under Airframe: Inspection concepts (Task D) in the FAA standards, code AM.II.D.K5.
What this topic actually is
Most inspections run on a clock or an hour count: the annual, the 100-hour, progressive inspections. Special inspections are different. They are triggered by an event, not a date, and they exist because certain events hide damage a routine look would miss.
The classic triggers are a hard or overweight landing, a lightning strike, flight through severe turbulence, a sudden engine stoppage, or an overspeed. Each has its own procedure in the manufacturer's maintenance manual, and that manual, not a generic checklist, tells you exactly what to inspect and to what limits.
Why most candidates miss it
Candidates treat every inspection as calendar- or hour-based, so they miss that a special inspection is event-driven and happens regardless of when the last annual was. They also reach for AC 43.13 when the manufacturer's data governs first. The trap that catches people: not knowing what triggers the inspection. Try it yourself.
After a reported hard landing, what does the airframe technician consult first?
How to master it
Memorize the trigger list (hard landing, lightning, turbulence, sudden stoppage, overspeed) and one rule: the manufacturer's specific procedure comes before any generic guidance. Event happened, open the manual.
Then lock it in with repetition. The A&P Airframe written test practice on Aviator IQ is built from the same FAA handbooks and figures, and every answer cites its source.
Special inspections are triggered by events, not the calendar, and the maker's manual leads.
More questions people miss on the A&P Airframe
This code is one of several the A&P Airframe catches people on. Here are example questions across the topics candidates miss most. Try each for an instant breakdown.
When a solid rivet is driven correctly, the finished shop (bucked) head should be about:
After a hard landing, the airframe should receive:
The airworthiness of aircraft fabric covering is judged primarily by its:
Correct control-surface travel is verified by:
A pressure relief valve in a hydraulic system is installed to:
A squat switch (weight-on-wheels switch) is used to:
The purpose of a fuel system sump drain is to:
A thermal anti-ice system for a turbine-aircraft wing leading edge typically uses:
A leak in the static line will most directly affect which instruments?
A landing-gear warning horn typically sounds when:
Sources & data notes
- FAA Airman Knowledge Test Statistics (hub)Annual and quarterly Airman Knowledge Test volume, pass rate, and average score by test code. Last verified Sep 15, 2026.
- Airman Knowledge Test annual statistics, 2019 to 2025Per-exam volume, pass rate, and average score. Calendar-year reports 2019 through 2025 (2025 preliminary). Last verified Sep 15, 2026.
- Frequently Missed Knowledge Test ACS CodesFAA Safety Analysis Branch quarterly report: the most-missed ACS code per test code, with percent missed. Last verified Sep 15, 2026.
- Airman Certification Standards (ACS) documentsPlain-English topic and Area/Task definitions for each ACS code (Private FAA-S-ACS-6, Commercial FAA-S-ACS-7, Aviation Mechanic FAA-S-ACS-1). Part 107 (UAG) follows the PSI UAG Applicant Information Bulletin, the current test blueprint that supersedes the FAA-S-ACS-10 blueprint. Last verified Sep 15, 2026.
- Pass rates, volumes, and average scores are the FAA's published figures. Difficulty rankings and threat levels are Aviator IQ's analysis of that public data, not official FAA ratings.
- Aviator IQ is not affiliated with, endorsed by, or associated with the Federal Aviation Administration.
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