EASA Study Guide

All Modules
STUDY GUIDE
MULTI CHOICE & ESSAY
EXAMINATION TECHNIQUE GUIDE
EASA PART 66
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Licence By Post Copyright A B EASA 66 ISSUE 27 0815

Licence By Post
No part of this study book may be re-produced or distributed in any form or by

any means, or stored in a data base or retrieval system in whole or in part without
prior written permission from Licence By Post.
Books in the LBP series are regularly up-dated/re-written to keep pace with the changing
technology, changing examination requirements and changing legal requirements.
AUTHORITY
It is IMPORTANT to note that the information in this book is for study/training purposes
only.
When carrying out a procedure/work on aircraft/aircraft equipment you MUST always

refer to the relevant aircraft maintenance manual or equipment manufacturers
handbook.
You should also follow the requirements of your national regulatory authority (the CAA in
the UK) and laid down company policy as regards local procedures, recording, report
writing, documentation etc.
For health and safety in the workplace you should follow the regulations/guidelines as
specified by the equipment manufacturer, your company, national safety authorities and
national governments.
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CONTENTS
Page
How to study 1
LBP assessments 5
The CAA examination 8
The CAA multi choice paper 9
The CAA essay paper 12
The CAA examination itself 16
The essay questions 17
Example questions with example answers 20
Module 7A/7B questions 20
Module 9A/9B questions 25
Module 10 questions 26
Style of CAA question paper 27
Past CAA essay questions 28
Module 7A 28
Module 9A 30
Module 10 32
Not sure of a CAA question 34
The EASA examination general 34
Examination application procedure 36
Exemptions 37
Examination venues 37
CAA examination problems 38
Contacts 38
CAA EASA essay technique 39
CAA multi choice response sheet 40
HOW TO TACKLE THIS BOOK
Read this section first before going any further.
1. CHECKING YOUR ORDER CONTENTS
I f ordered in hardcopy, unpack the contents of your boxes and check that all the modules
you ordered are there together with the assessments as per the contents book-list.
If there are several modules, store them in a safe place, in order, together with the
assessments.
If your order was for soft copy study material then check the contents of the CD against the
book list.
2. READ THE SECTION ON HOW TO STUDY BEFORE YOU START YOUR STUDIES
PAGES 1 TO 5
THEN
3. READ THE SECTION ON TACKLING THE MULTI-CHOICE EXAMINATION PRIOR

TO SITTING ANY LBP MULTI CHOICE EXAMINATION OR CAA MULTI CHOICE
EXAMINATION
PAGES 5 TO 8
THEN
4. READ THE SECTION ON HOW TO TACKLE THE CAA ESSAY QUESTIONS &
STUDY OUR EE ESSAY PROGRAMME SPECIALLY DESIGNED FOR STUDENTS
TAKING THE CAA ESSAY EXAMINATION
PAGES 8 ON
www.licencebypost.com March 2015
TECHNIQUE DOC
LBP STUDY & CAA EXAMINATION TECHNIQUE GUIDE
Read this before starting your studies and before taking any LBP or CAA EASA Part
66 multi choice or essay examination.
This document deals with the technique of studying and the technique of taking a
multiple-choice examination paper (sometimes called a ballot paper) now completed on
a computer screen at the exam centre. This document also covers the technique of
tackling the essay papers. It also deals with the process of applying for the CAA
examination. Pages 1 to 5 should be read carefully before you start your studies and
pages 5 to 7 before you take any multi choice paper (LBP or CAA). As a student with LBP,
if you have any problems give us an email.
HOW TO STUDY
The Study Books
Written and compiled by LBP tutors and designed to be read and understood by the
person studying from home. Kept up-to-date to keep pace with the ever-changing
requirements of the CAA examinations, the syllabus and the changes in technology.
When reading the books make sure you understand them and where-ever possible try
and relate the information/procedures to your own aircraft/experience.
If you find anything in any study book that you are unsure of or you feel is not explained
clearly and accurately then email us stating the module number, book number, issue
number and page or figure number. We will look into it and email you back and if
necessary contact you by phone.
Planning Your Studies
It is important to consider the time-scale you will need to complete your studies. If you
are starting from scratch then there are quite a few modules to pass and this will take
time. You will need to prepare yourself mentally for this.
For the EASA Part 66 B1/2 licence the time to complete all the modules (up to 13
depending on the licence) is likely to be in the region of 2 to 3 years (for some it may be
longer). This depends on how quick you are at learning and how much time you can
spend each week on studying. One student we had took a year off work, planned all his
studies and exams in advance and completed all the modules in just over 12 months.
Most of us could not afford the time and would have to consider a time scale somewhat
longer.
The category A and B3 licence modules are generally smaller (usually covering less of the
syllabus) so the time-scale required can be less but as always that depends on the
ability of a person to learn quickly and the amount of time put into his/her studies. Some
modules need only take a week or two to study. Most take longer and many will take
several months. Module 8 is probably the shortest (say 2 to 3 weeks) and module 13 is
the longest (say 6 months), and allowing for exam breaks, holidays etc the total time can
quickly add up.
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When embarking on the process of studying for the licence it is important that you know
the time scales involved and talk to those nearest and dearest to you so they also know
and can be supportive during this period. The nearest and dearest will need to
understand that you will require regular time to yourself on a daily basis. It is
important that you have this time and also important that you put aside some time to
devote to them.
To take all the CAA exams for a particular licence doing part-time studying you will need
to consider taking 2 to 3 years. Some of our students have taken 5 years or so to
complete most take two to three.
Remember each examination credit has a life of 10 years so if you do not pass all the
appropriate exams in that time AND converted them to a licence then you will have to
take the out-of-date module exams again.
Our suggested times for studying (home studies) each module are listed below in table 1.
MODULE SUBJECT LICENCE CATEGORIES

A B1.1 B1.2 B1.3 B1.4 B2 B3
WEEKS
1 Mathematics 3 4 4 4 4 4 4
2 Physics 5 6 6 6 6 6 5
3 Electrics 3 6 6 6 6 6 5
4 Electronics - 4 4 4 4 6 2
5 Digital tech 2 6 2 6 2 7 3
6 Hardware 6 6 6 6 6 5 6
7A Maint practices 11 12 12 12 12 10 -
7B Maint practices - - - - - - 12
8 Aerodynamics 2 2 2 2 2 2 2
9A Human factors 2 2 2 2 2 2 -
9B Human factors - - - - - - 2
10 Air law 4 4 4 4 4 4 4
11A Airframe systems 12 16 - - - - -
11B Airframe systems 11 - 15 - - - -
11C Airframe systems - - - - - - 14
12 Helicopters 12 - - 12 12 - -
13 Avionic systems - - - - - 40 -
14 Engine instr - - - - - 3 -
15 Jet engines 8 9 - 9 - - -
16 Piston engines 4 - 5 - 5 - 5
17A Propellers 2 2 2 - - - -
17B Propellers - - - - - - 2
EE EASA essay prog 2 2 2 2 2 2 2
* Category Licence
A = mechanical mechanic
B1.1 = mechanical jet engined aircraft engineer
B1.2 = mechanical piston engined aircraft engineer
B1.3 = mechanical jet engined helicopters engineer
B1.4 = mechanical piston engined helicopters engineer
B2 = B2 avionic engineer
B3 = B3 mechanical engineer (aircraft 2000kg MTOM and below)
TABLE 1 SUGGESTED MODULE STUDY TIMES
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Note that the times indicate the size of the module, and modules like module 12 are
particularly large (under the previous [BCAR] system) the subject was split into several
modules.
Note also that the times are estimated from experience and are given to help you in
calculating the time required for studying a module and when to apply for the
examination (see later text). Some people will complete some modules quicker than
others, some will be slower. The important things to remember are try to keep to your
planned schedule and ensure you study each module enough to feel confident when it
comes to the CAA examination.
Note also that times for our EE programme are concerned with the learning of, and
practicing the technique for doing, the essay answers and all the work required for the
learning of the knowledge has been carried out when study the appropriate module (7, 9
and 10).
Setting Your Goals
As part of your plan you should set your goals. Make a plan of when you intend taking
each CAA examination and try to stick to it as far as possible (CAA examination dates -
and venues - are available from the CAAs website and also available from LBP).
Make up a calendar and pencil in the dates using our guide. Allow time for revision;
taking the CAA examinations; holidays; public holidays; festival occasions (Christmas
and the like) and any other events you can foresee. If time is critical be careful of any
possible resits there is a mandatory wait for a re-sit of 3 months though you can
always slip in another (smaller) exam during this wait period by careful planning.
Remember that CAA exam venues/locations can get booked up well in advance (up to
three months, so planning ahead is important).
Split your master plan into weeks and allocate a section (or part section) of the syllabus
to each week. If you cannot keep to the master plan then modify it accordingly.
The main goal is to obtain a licence, this means sitting and passing all the examinations,
so intermediate goals should set, such as:
Your allocated studies per week.

Completion of each LBP assessment.
Completion of each CAA examination.
The studying of each module.
To try and help things along some people start with a smaller module such as module 8
and work up to the bigger modules later. You can get a comparative size of each module
by reference to the number of questions the CAA set for each module.
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Tackling The Modules
You can study the modules (and take the CAA examinations) in any order. Our suggested
general approach is:
* Take modules 8, 9, 10 & 17 (for the mechanical person) at any time. When
taking module 9 multi-choice paper also take the essay exam with it (two
exam fees required). The same applies to module 10.
* Take modules 1 to 5 in order and before taking modules 11 to 16.
* Take modules 6 and 7A/7B together as there is some commonality. Take
the essay paper for module 7 at the same time as when taking the multi-
choice paper (again two exam fees required).
* Then take the remaining modules applicable to the licence category you are
aiming for.
Our website states the modules required for each licence but modules 1 to 10 are
common, except for the CAT A person who does not have to do module 4 and the
examination levels are different for some modules between Cat A, B1, B2 and B3.
Studying
There is no substitute for hard work SERIOUS STEADY PACED REGULAR STUDY.
No matter how good your examination technique, it is to little avail if you do not know the
subject in the first place. A programme of disciplined regular study will pay dividends in
terms of self-confidence and knowledge both ingredients in the recipe for a successful
outcome to any examination BUT a good examination technique also has its place in
the scheme of things. A good technique may mean the difference between 70% and 75%.
In some types of exams it can account for up to 30% of the marks not good but it
happens.
When you have completed your programme of disciplined regular study it is time to
consider (and learn) the technique of the examination. The syllabus is laid down in EASA
Part 66.
Further Reading
We try very hard to make our study books complete and self-standing as far as the
syllabus is concerned. They are amended/re-written as soon as any amendments are
made to the syllabus; when technology changes and when the CAA stretch the syllabus
by extending their examination questions into areas more remotely connected to that
particular subject.
This means that the purchase of additional reading material is not a requirement of our
study programmes. Of course, any further reading that you do does help, but many of
our students have used our study books exclusively and passed the CAA examinations
(the first EU licence to be issued in the UK was to Jon Harris licence number 000000001
who studied all his modules using our study programmes).
The Net
There is a lot of information on the net which you can access if you need a particular
point clarified.
-4-
However, the CAA and EASA are starting to put their publications on the net to be viewed
or down-loaded free of charge and this means that they are worth looking at. This applies
particularly to information relating to Air Law. This subject is always changing and it is
not always possible to keep the Air Law study material as up-to-date as we would like. It
is important to make reference to the material on the net from the CAA and EASA
websites when studying each Air Law topic.
Websites include:
www.easa.eu.int The EASA website.

www.easaeuropa.eu Viewing and down-loading EASA publications.
www.caa.co.uk/publications Viewing and down-loading CAA and EASA publications.
Also there is a lot of material published on the net re aircraft technology (Airbus, Boeing
etc) in particular, material on avionic systems (flight-deck instrumentation, in-flight
entertainment, wireless systems etc). We would recommend that when studying these
subjects that you take a little time to see what is the latest technology being introduced
into the newer aircraft coming into service with the airlines. U-tube publish some very
good documentaries that are worth viewing.
Problems
For any technical problems contact the LBP office. Any problems associated with your
course administration then also contact the LBP office.
Change of Address
Please let the LBP office know if you change your address, telephone number and/or your
email address.
REMEMBER
PLAN ahead. Check on CAA exam dates using their website.

STUDY. There is no substitute for a programme of disciplined regular study.
GOALS. Set them and try to keep them.
TECHNICAL. Make sure you understand each idea/system/component in
your study books.
INCOURSE ASSESSMENTS. A powerful learning tool. Complete them then
check with the given answers (keep the answers covered when completing
the assessment). Any problems check with the study books, check on-line,
or get back to LBP.
LBP ASSESSMENTS
These are part of the LBP study programmes.
We follow the CAAs format in our assessment programme, and what we try to do is to
make our assessments as least as difficult as the CAAs. If you can pass ours, the
chances are good that you can pass the CAAs.
-5-
Our assessments also have more questions in them per module than the CAA papers.
LBP multi choice papers should be marked by you, the student, after taking the paper as
an examination giving 1 mark for a correct answer no marks for an incorrect answer
no marks deducted for an incorrect answer and no marks for an answer not attempted.
The same marking standard as the CAA.
Your time limit for each multi choice exam is 1.25 minutes per question.
Our essay answers (modules 7, 9 and 10) should be checked after taking the essay
papers as a mock examination. Check your answer against our answer and note any
differences and corrections that you need to apply. Get back to this office if you have any
problems.
Each LBP module assessment will be a multi-choice paper (or papers) except for modules
7, 9 and 10 as these will also have an essay paper.
For the smaller EASA modules there is one multi choice assessment (usually 50 or more
questions). For the larger modules there are several papers each one taken part way
through studying the module.
For EASA category B assessments the assessment is numbered EASA 66 1/1 (module 1),
EASA 66 2/1 (module 2) etc. For the category A person the title includes the words CAT
A.
Completing the LBP Assessments
Cheating or cribbing during a CAA examination will mean immediate disqualification, but
what about cheating during LBP assessment examinations (taken at home). Easy to do,
unless someone (employer for example) invigilates your examinations - just keep referring
to your study books as you do the examination your results will be good or even
impressive, but does it do any good? Not at all.
Remember you are out to impress the CAA, not yourself or anyone else.
THE OBJECT of the LBP assessment exercise is to get you though the CAA examination,
not necessarily to get good results on the LBP programme. WE RECOMMEND that you
take each assessment as if it were a real CAA examination, so for the multi-choice paper:
* Complete your studies for that particular module/part of the

syllabus/programme.
* Do not look at the examination papers before-hand.
* Find a nice quiet place where you will not be disturbed for the required
amount of time.
* Let everyone know that you are not to be disturbed.
* Set your-self the time limit - 1.25 minutes per question (see later pages in
this document).
* Have a timepiece in the room then GO.
When you have finished check your answers against the marking guide and work out
your percentage. The pass mark is 75%.
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The LBP Multi Choice Answer Sheet
Complete the details at the top of the sheet and, using a blue/black pen or pencil put a
cross in the correct square (or a tick if you wish).
If you change your mind, blank out your original response and put a cross (or tick) in the
changed position.
For the technique of answering the multi choice questions please refer to later text in this
document.
More on the essay questions later.
You should complete your LBP multi choice paper after studying
MODULE PAPER (B1/B2) AFTER STUDYING:
B1/B2
1 1/1 complete module.

7A 7/1 books 1, 2, 3.
7/2 books 4 and 5.
7/3 books 6 to 12 (not books 7, 8, 9 & 10 for the B2 person).
7/4 books 13 and 14.
9A 9/1 complete module.
B1
11A 11A/1 books 1 to 9.

11A/2 books 10 to 14.
11/3 books 15 to 19.
11/4 books 20 to 26.
11B 11B/1
11B/2
11B/3
11B/4
12 12/1 books 1 to 8.
12/2 books 9 to 13.
12/3 books 14 to 22.
-7-
MODULE PAPER (B1/B2) AFTER STUDYING:
B2
13 13/1 books 1, 2, 3
13/1c book 4
13/2 book 5
13/3 )
13/4 )
13/5 ) books 6 to 13
13/6 )
13/7 )
13/8 ) books 14 to 23
13/9 books 24 to 28
13/10 book 29
13/11 books 30 to 36
13/12
13/13
13/14
B1
15 15/1
15/2
15/3
17A 17/1 complete module.
THE CAA EXAMINATIONS
Examinations can be taken with the CAA or with an EASA Part 147 approved company
(there are now some located abroad at the British Council Delhi, Singapore and Kuala
Lumpur for example). Check the CAA website for the latest list. Examination costs can be
higher with a 147 company. CAA examination centres and dates (usually the first Friday
of each month) and 147 companies are listed on the CAAs website www.srg.caa.co.uk.
CAA exam centres in the UK include Gatwick, Oxford, Luton, Ayrshire College and
Manchester. Locations around the world include Sepang Malaysia and Orlando USA.
Check the CAAs website as locations can change.
147 approved companies include AST Perth (Scotland), Flybe (Exeter), KLM (Norwich).
Waiting times may not be as long, their fees may be higher and, if they run their own sit-
down courses, the exam questions will follow the contents of their own study
programmes.
Previous questions used by the CAA that are sent to us from students are included with
each study pack (those we have).
-8-
THE CAA MULTI CHOICE PAPER
The CAA used to carry out their multi-choice examinations using hard copy question
papers and answer sheets (example response sheet in appendix 1).
As from 2015 all multi choice papers will be e-exams done on a computer with exam
questions and answer papers in soft copy and the examination taken in front of a computer screen.
At the table you are allocated there will be a screen and on it a display box will ask for
your Client ID and pass word PIN (given to you by the CAA.
Input these on the screen and press SIGN IN. A notice will come up showing the licence
you are going for and the module examination you are about to take.
The screen will show:
* Examination title.
* Candidate name.
* Sign-on. Client ID.
* Duration of examination.
* Total marks for the exam.
* Sections of the exam that are applicable if necessary.
DO NOT START UNTIL TOLD TO DO SO BY THE INVIGILATOR
Click the start button when told.
The questions will be displayed with 3 answers and you have to choose 1 as the correct
one. Each question will have a display box above it showing:
* Section of paper
* Question number.
* Marks allocated to the question.
* Time remaining (this will turn red when there is 5 minutes or less to go).
Beneath each question is a Navigation box. It shows which questions you have answered
(coloured green) and how many questions are still to be attempted. The box allows you to:
* Move to the next question or move back to the previous one.

* Move between sections of the paper.
* Select a question by clicking on its number.
A drop-down box shows question numbers in colour:
* GREEN Question answered.

* RED Question you have marked as needing attention.
* LIGHT GREY Question you have marked as unfinished.
* DARK GREY Question you have not answered.
* BLACK Question you are currently on.
Questions can be reviewed at any time and responses changed.
-9-
The time allowed is 1.3 minutes per question approximately (to be precise it is 75 seconds
1 minute 15 seconds). For example, the time allowed for module 13 (180 questions) is
225 minutes (3 hours 45 minutes). Module 13 is the longest exam of them all and the
CAA may allow it to split into two sessions.
MODULE TITLE MULTI-CHOICE Qs ESSAY

Qs
A B1 B2 B3
1 Mathematics 16 32 32 28
2 Physics 32 52 52 28
3 Electrical fundamentals 20 52 52 24
4 Electronic fundamentals - 20 40 8
5 Digital techniques 16 40 (1.1, 1.3) 72 16
20 (1.2, 1.4)
6 Materials & hardware 52 72 60 60
7A Maintenance practices 72 80 60 - 2
7B Maintenance practices - - - 60 2
8 Aerodynamics 20 20 20 20
9A Human factors 20 20 20 - 1
9B Human factors - - - 16 1
10 Aviation legislation 32 40 40 32 1
11A Aero mech sys (jet) 108 140 (1.1) - -
11B Aero mech sys (piston) 72 100 (1.2) - -
11C Aero mech sys (piston) - - - 60
12 Helicopter systems 100 128 (1.3,1.4) - -
13 Aero avionic systems - - 180 -
14 Propulsion avionic sys (instr) - - 24 -
15 Gas turbine engine 60 92 (1.1, 1.3) - -
16 Piston engine 52 72 (1.2, 1.4) - 68
17A Propeller 20 32 - -
17B Propeller - - - 28
A = Aircraft maintenance licence mechanic

B1.1 = Mechanical licensed engineer - jet engined aircraft.
B1.2 = Mechanical licensed engineer - piston engined aircraft.
B1.3 = Mechanical licensed engineer - jet engined helicopters.
B1.4 = Mechanical licensed engineer - piston engined helicopters.
B2 = Avionic licensed engineer
B3 = Mechanical licensed engineer - piston engined aircraft at or below 2000kg
MTOM.
TABLE 2 CAA EXAM PAPERS - QUESTIONS PER MODULE
Remember with module 13 you can request a break part way through your examination
unless you want to complete it all in the one sitting. Make the request before starting the
exam.
- 10 -
Some common part module examinations for those lifting restrictions to a current licence
include (we provide part modules/combination of modules to cover the lifting of all
restrictions):
3.9 to 3.18 40
6.3.2 & 6.3.3 16
7.7 16
12.8 & 12.15 30
TABLE 3 QUESTIONS FOR SOME PART MODULES
Each question consists of a question or statement with three answers or related

statements, one of which completes the statement or is the correct answer. The other
answers or statements are plausible but wrong.
Marking
You will gain one mark for each question answered correctly. There is no negative
marking for any incorrect answers so if you do not know the answer to a question then
GUESS. You have to pass EACH module and the pass mark for each module is 75%.
The number of questions per module are listed above. Remember the CAA can change the
total number of questions at any time so check the paper you get. Remember the time
allowed - 1.3 minutes per question. Keep an eye on the clock. Most candidates find that
they have enough time.
If you are suffer from dyslexia then an additional 25% time will be allowed for each
examination. You will need to get a medical certificate to that effect and send a copy of
this with your examination application.
The TECHNIQUE of doing the multi choice examination is not hard to learn, though doing
multi choice papers as part of your study programme does help considerably in the
learning process.
The Technique
What follows is specific to CAA multi choice exams but in general terms is not too unlike
the technique for completing LBP multi choice assessments.
Most students have taken multi choice papers before and have their own technique, but
one that is recommended is as follows:
1. Make sure the screen shows the correct details for the examination you
applied for.
Contact the person in charge of the examination if in doubt about any of the
details.
2. Keep a note of the time and start as soon as the invigilator* says so.
3. Start at question 1.
4. Cover the three answers to the question.
5. Read and understand the question. Read it more than once if necessary.
- 11 -
6. Think of an answer BEFORE looking at the ones given.
7. Then read and understand ALL the answers given.
8. If one of the given answers is the same as your answer the chances are
high that it is the correct one.
9. Click that as the correct answer.
10. If none of the answers are the same as yours AND if you cannot identify a
correct one then leave the question and go onto the next one.
11. Continue using this technique until you reach the end of the paper
keeping an eye on the time of course.
12. At the end of the question paper for the module you will end up with some
questions not answered (unless you have managed to answer them all if so
well done), so go back over those you were unable to answer. Read each
question again and if the answer is still not clear then GUESS. You might
get it right, and there is nothing to loose if you get it wrong other than the
mark allocated for that answer.
13. If you wish to change any answer then do so.
14. If you finish the paper with time to spare, then check your answers; re-
reading them through to see if you have made any silly mistakes.
15. With the e-exam you are allowed to make a comment on questions you
think are wrong or without a correct response. There is 5 minutes allowed at
the end of the paper for this
* Some countries do not use the word invigilator and may use the word examiner
instead. It is the person in charge of the examination. He/she may not be an engineer
and may be an administrator and therefore unable to answers questions of a technical
nature. If you have a question which he/she is unable to answer then a CAA surveyor will
be consulted.
How Many Exams Can Be Taken In A Day?
On exam days the CAA normally allow 6 hours for examinations. In general 3 in the
morning and 3 in the afternoon. This means that the maximum number of exams you
can complete in a day is limited by the length of each exam.
The CAA allow 1.25 minutes per question so the maximum time they allow per exam is
1.3 x the number of questions in that module. So check table 2 above, multiply the
number of questions in the module by 1.3 to get the time allowed, check the modules you
want to take and work out if you can get them all in.
For some people it is necessary to get as many modules in on one day as possible, usually
for travel reasons, but getting a lot in in one day means a lot of studying this must be
borne in mind when taking more than one exam on one day.
THE CAA ESSAY PAPER (example style sheet attached)
This is in hard copy format and completed by the student in handwriting.
For the EASA licence the essay paper may be taken by itself and at any time in the
process of taking all the multi choice papers. It is recommended to take the paper after
passing modules 7, 9 and 10 multi choice papers.
- 12 -
The essay questions are taken from module 7 (2 questions), module 9 (1 question) and
module 10 (1 question). The questions may be taken together in one sitting (with one
exam fee) or may be taken as three separate papers, module 7, module 9 and module 10
(with three exam fees). Each question is given a time limit of 20 minutes.
Note. If you suffer from dyslexia then the CAA will allow you 25% more time if you inform
them in advance and send them a copy of your medical certificate.
The space allowed is one side of A4 but candidates are not required to fill the space if the
answer does not warrant it - though many answers can take all the space provided and
some candidates put PTO (Please Turn Over) on the bottom of the page and continue on
the other side. Some account will be taken of the English grammar when marking so you
are advised to use reasonable English when writing your answers. Reasonable spelling
errors will not be marked down, but the main point about the English is that it should be
technically error free, understandable and unambiguous. The pass mark is 75%.
The main technique with this type of question is PRACTICE - THIS IS IMPORTANT.
PRACTICE in hand writing. DO NOT practice using a word processor/type

writer/computer etc. It does not help the technique at all. Your tutors enjoy marking
typed answers but your hand-writing technique has to be practiced. You have to be able
to write in legible English and have a speed, ideally, of about 300 words in 15 minutes
(some answers may be this long or even longer).
Your course tutor has found that with many answers (but not all) he can write rigorously
for 20 minutes just to get the essentials of the answer completed.
PRACTICE in getting accurate technical content with a LOGICAL sequence if it is a fault

finding question.
PRACTICE, PRACTICE, PRACTICE.
WRITING. Ordinary English will do - it does not have to be perfect, but try and keep
spelling and punctuation correct. It must be readable. Standard abbreviations are
acceptable but be careful of the more specialised ones the examiner may not know
what you mean. It should be in sentence and paragraph form and try to avoid numbered
sequences. If you cannot think of what to write without a DRAWING, then draw a drawing
- keep it small use labels refer to those labels in your answer. If you are not asked for
a drawing, you will not be marked on it, and it is taking up space - and time.
DRAWING. If you are asked for a drawing which is not likely - then draw a simple
labelled drawing, showing fluid/current flows if appropriate. The written description
should relate to the drawing by reference to the labels.
LENGTH. It is not always necessary to fill up the space provided, but often candidates fill
the available space (and use the other side) and with the use of small handwriting. So
your practice could include perfecting a neat reasonably fast style of writing.
Your SPEED of writing should be such that you should be able to fill up an A4 side of
paper in 15 minutes (about 250 to 300 words).
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ACCURATE TECHNICAL CONTENT. Much of this comes from KNOWLEDGE. Remember -
GOOD, DISCIPLINED REGULAR STUDY - there is no substitute for it. The CAA want to
know what YOU know and how YOU would go about tackling a problem. TELL the CAA
exactly what you would do. DO NOT GIVE A MODEL ANSWER.
Model answers are readily identified by the CAA and marked down. Like a poet it proves
that you can commit procedures to memory, but it does not mean that you are a good
maintenance engineer.
A model answer is one that is remembered from publications like CAAIPs, CAPs, study
books, your tutors answers, other students answers, etc. The CAA will recognise it (if
they have seen it before) and marks will be lost no matter how good it is.
Answer - as far as you can - using your own experience. For service personnel DO NOT
give examples with reference to military aircraft.
MANAGEMENT QUESTIONS. Some questions are written as a management type question

as opposed to an engineer type question.
For example: a question for the engineer A generator has malfunctioned. Describe how
you would rectify the fault, implies a maintenance engineers solution. If it says A
generator has malfunctioned due to incorrect wiring techniques .. or The generator
has failed. Describe your actions to rectify the situation from a management prospective
then these questions would require a different answer.
The answer for the first question would involve the detailed description of the fault
finding procedure, the checking out of the individual components (generator, relays,
wiring, GCU etc) and the subsequent action to rectify the fault with subsequent tests and
paperwork completion.
The last two questions would involve rectification of the fault (of course), but possibly
with less emphasis on the detailed technical procedures. They would include more
management inputs. The answer for the second Q would deal with the reasons for the
incorrect wiring, possible Human Factors involved, was the AMM, IPC correct? What
should be done to ensure it does not happen again? etc.
The third Q is obviously a management type Q. Make sure the right (qualified) person
carries out the work, the right tests are completed and the paperwork is complete. Work
schedules are adjusted and flight schedules if necessary. Are there any shift
changeovers? What about spares? What was the cause of the failure? Are there any
reports to be made out?
In general, note the following:
1. Note the start time keep an eye on the time as you progress.
2. Read the question carefully (2 or 3 times if necessary) and make sure you
understand it. Highlight the important words. When answering the question
make sure you answer that question and not one similar to it that you think
you might have seen before.
3. If in any doubt about the question ASK. This may not help as,
unfortunately, the invigilators are often not technical people.
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4. If a faultfinding question your answer should be in a LOGICAL sequence
from the simple (and usually obvious) to the more complex and time
consuming.
5. Statements should be precise and complete. So a statement like Check for
serviceability means nothing, but a statement like Check for corrosion,
damage, security of attachment, signs of burning and fluid contamination
means exactly what it says. In other words the statement should be
complete, unambiguous and a factual account of what you would do on the
aircraft. The CAA will not give any marks for the former but will give the
appropriate marks for the latter.
6. If you have to refer to a manual/document AMM (possibly quoting the
appropriate chapter), IPC, SRM, MEL, log book, EASA form 1, etc then do so
at the APPROPRIATE time in your answer. For example, it is not always the
case that the AMM is referred to as item 1 in a fault finding procedure as a
visual inspection is often the first action to take. (AMM = Aircraft
Maintenance Manual, IPC = Illustrated Parts Catalogue, SRM = Structure
Repair Manual, MEL = Minimum Equipment List.)
7. If something in your experience on your (civilian) aircraft is appropriate to
the answer then include it, but not to the detriment of the answer and not if
is anything military.
8. Drawings. Not common. If one is called for then draw in pencil and label
each item. Use the same name of each item in your description if called
for. If a drawing helps you answer the question, even if one is not called for,
then do a drawing remember it will attract no marks, so keep it small.
9. No model answers. If a fault finding question give your answer to the
problem, not somebody elses.
10. Do not go overboard on safety unless of course it is a specifically safety
related question. For most fault finding type questions all aircraft safety
related information should be included. If personal safety is involved such
as when dealing with battery acid, work in fuel tanks etc then one line (or
maybe two) lines should be sufficient.
11. Standard abbreviations are acceptable, Hyd for hydraulic, ac for alternating
current etc. Be careful of highly specialised abbreviations the examiner
might not know what they mean.
12. For any task on the aircraft do not forget the documentation.
13. Your answer should be complete with no loose ends. In other words your
described actions should answer the question completely and if a fault type
question or procedure type question all possible actions have been taken to
get the aircraft to a airworthy condition. For example, with a fault type
question an inspection procedure will be followed by either (1) a fault found
which must be rectified and tested, or (2) no fault found which means
going onto the next (more difficult) stage of the inspection.
14. If a fault finding question that asks for rectification, start with the simplest
check find a fault rectify it, then go onto the next more complex
check/procedure find a fault - rectify it and so on. For most symptoms
there are usually several possible faults find each one and rectify.
15. If you fill the available space (an A4 sheet of paper) then put PTO on the
bottom of the page and continue on the other side.
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16. You should approach a fault finding question in the frame of mind that you
are the licensed engineer with the authority to certify the aircraft. There is
no one above you except for the CAA and the manufacturer. You should also
be aware that most systems are interconnected with others. For example,
the flying control system (on many large aircraft) is connected with the
hydraulics, electrics, flight computers and instruments. You should be
aware of all the possible implications.
17. If there are any related management functions then include these.
18. For a management type question the answer may include material from
modules 7, 9 and 10.
19. With most fault finding questions the functional comes last.
It is a tall order but with STUDY and PRACTICE you will get there. For more
information on essay questions see later text.
THE CAA EXAMINATION ITSELF
If you think there is something wrong about a question then make a comment about it.
The CAA try very hard to see that the questions are correct but they are not infallible. If
you feel that a question is not correct (or it should not be in the paper at all) then make a
comment on the page on the screen and clearly state what you think the answer should
be or why it should not be there at all.
Note the paper number and note the question number. You could write to or e-mail the
CAA (keeping a copy for your reference). Be factual (and courteous) about the problem.
If you are un-happy about the paper you may be able to contact the CAA informally by
'phone, and if you feel strongly that you were unfairly treated then you can write to the
CAA and put into motion a more formal complaints procedure - should you wish to take it
that far.
REMEMBER - no calculators are allowed in the examination room. Spare scrap paper
may be provided by the CAA which has to be handed back in.
For more information on preparation for study please refer to our web site
www.licencebypost.com
GOOD LUCK
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THE ESSAY QUESTIONS
Module 7A and 7B Fault Finding Questions
The essay questions are taken from modules 7A/7B, 9A/9B and 10. We will deal with
modules 9 and 10 questions later as these are generally fact finding questions. Module 7
questions can also be fact finding but can also be fault finding so here we will look at
fault-finding techniques
ANY ONE SYMPTOM could be caused by MORE than one fault. Investigate ALL
POSSIBLE faults and RECTIFY each one, finally bringing the aircraft/system to a
SERVICEABLE STATE.
ALWAYS START from the simple and obvious (like inspect for open circuits and fluid
contamination) and work through to the more complex (like carry out a voltage output
check). Explain to the CAA what you are doing and why. ALWAYS USE A LOGICAL
SEQUENCE.
Remember, when investigating a symptom look for a fault, find it, rectify it, and move on
to the next (more difficult) possibility. With every inspection there are a possible 2
outcomes the fault was confirmed (yes) the fault was not confirmed (no). In either case
sort it out and move on to the next stage until all possibilities are covered (in other words
there should be no loose ends).
ALMOST ALL SYSTEMS/COMPONENTS are interrelated, so if something doesnt work

then it might be THE SYSTEM/COMPONENT or the ELECTRICAL SUPPLY or the
HYDRAULIC SUPPLY or a faulty INSTRUMENT READING or (on many aircraft) a
COMPUTER failure. So, initially, stand back, look at the aircraft as a whole and ask
yourself can the symptom affect any other part/system in the aircraft.
If it can the CAA would expect you to sort it out. (Remember it is your aircraft and will fly
when you say so with up to several hundred souls on board).
In general, fault finding methods are divided into the following techniques:
Probability technique.
Visual technique.
Functional structure technique/ Theoretical structure technique.
Probability Technique. This method requires previous experience on the equipment and
involves the systematic rectification/changing of those parts in the system that are most
likely to be at fault. The previous experience of the engineer can be supported by local
records, summaries of defects, and Mean Time Between Failure (MTBF) details.
If included in a written answer it should be kept short at the start of the answer as more
space will be required for more detailed rectification later.
Visual Technique. Probably the most powerful tool that the engineer has. It might be
assisted by a magnifying glass; torch; remote viewing equipment; visual crack detection
methods; etc. Remember to put down what you are inspecting for.
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The words Carry out a visual inspection means little. You should specify WHAT you are
looking for and your answer should include, as appropriate, the following:
Carry out a visual inspection checking for: security of attachment; correct locking;
adjustable fitments in safety; moisture contamination; open circuits; corrosion; cracks;
correct lay of cables; correct oil level; leaks; damage; wear; setting of C/Bs; serviceability
of fuses; play; correct clearance; power available; correct configuration of
aircraft/equipment/computers; signs of burning/ overheating; fraying; bowing; fretting;
panting; loose bolts/rivets; clear drain holes; correct logos/labelling ........ As many of
these as appropriate should be specified and more if necessary.
Functional Structure Technique/Theoretical Structure Technique. This involves checking

the system out in a logical sequence, and requires a knowledge of the system under
investigation as well as any associated systems. The maintenance manual will be
required and any inbuilt self test systems would be used (BIT, BITE). Many
electrical/electronic systems (and computers) go through a self test programme
automatically when switched on.
In GENERAL when checking out ONE system the system can be checked from:
FRONT TO REAR or
REAR TO FRONT or
HALF SPLIT METHOD
These methods are particularly useful when checking CONTINUITY/VOLTAGE output in

an electrical/cable system.
With the half split method the system is checked at the half way point to see if there is an
output if there is then the SECOND HALF has the fault if there is no output then the
FIRST HALF is at fault. Which ever half has the fault then IT is split in half and one half
checked as before. This process is carried on until the fault is found.
For CAA answers, it is best to use the visual technique method followed by the
functional/structural technique. DO READ THE Q CAREFULLY HOWEVER.
EXAMPLE. An electrical component fails to operate when selected detail the checks to
carry out to bring the aircraft to a serviceable state (a question for all trades incidentally).
Note. This question does not apply to the category B3 person.
A MODEL ANSWER which would be marked down by the CAA might look something like
this:
Refer to the aircraft manual.

Carry out appropriate safety precautions.
Carry out a visual inspection of the system.
Carry out a bonding check.
Carry out a continuity check.
Carry out an insulation check.
Carry out a functional check.
It is not incorrect but it does not really say much about HOW the fault is rectified. It is
not what would happen in real life. It has not solved ONE fault.
- 18 -
IMAGINE EACH FAULT FINDING QUESTION AS A PRACTICAL EXERCISE WITH THE
CAA EXAMINER STANDING BEHIND YOU - Your tutors answer would be something like:
With reference to the AMM ensure aircraft is correctly configured for system to be worked
on eg, weight switches set, appropriate computers ON, power is ON to aircraft, etc then
try switch again. Check switch operation. If it does not work then check fuses/circuit
breakers (C/Bs). Check on-board fault computer (BIT checks), if fitted, for fault and
rectification procedure. Carry out any stated procedure and retest. Carry out any BIT
checks. Check switch operation. Trip C/B and tag. Using the manual if necessary, carry
out a visual inspection and check that the fuses/CBs are okay/set for that circuit.
Visually check wiring, equipment, plugs etc for damage, open circuits, fluid
contamination, security, and signs of over-heating. Replace any wires/equipment as
necessary and re-check the system.
If corrosion found at earth return connections, dismantle, clean, reassemble, carry out
bonding test and apply appropriate jointing compound.
Disconnect the supply cable to switch/equipment and carry out a continuity

check/voltage output check. If cable open circuit then change and re-test. If cable okay
then replace switch/equipment and re-test. If insulation is suspect then carry out an
insulation test, and replace cables if insulation below minimum value as stated in the
manual (say 5M min). Re-test. Functional test system. Re-configure the aircraft if
necessary. Record the work done and clear the CRS and any appropriate other
documents (EASA form 1 etc) including duplicate inspections.
NOTE:
* The LOGICAL sequence - from the simple to the more complicated.

The MANY faults with the ONE symptom. EACH fault is found and RECTIFIED, the
system retested and the checks continued until ALL POSSIBILITIES are covered
the answer took about 200 words.
* When an inspection is carried out the faults to be looked for are SPECIFIED.
* LITTLE mention of PERSONAL safety or HUMAN FACTORS - only in particular

hazardous situations would safety be included, and human factors would be
included if this was a problem or included as part of the question. The job is not
finished until the PAPER WORK is completed.
* Remember we are trying to impress the man with our knowledge of how the
aircraft/systems work and letting him know that given a task to do we would be
capable of tackling that task in a safe and competent manner. This may mean that
the answer above appears to you as too technical but rather that than not
technical enough.
* The same approach applies to descriptive questions we have to let him know we
have the knowledge plenty of it. Of course we should refer to the appropriate
manuals but we should have a detailed knowledge of the systems, how they work,
how to fault find, and how to fault rectify. By systems of course, we mean systems
that are not specifically type related, so one has to have a good broad based
knowledge to cover most types of systems (jet engines, hydraulics, generator
systems etc) that apply to most aircraft. Not easy but it can be done as all the
licensed engineers can prove.
- 19 -
BEWARE. THE FOLLOWING ANSWERS ARE PROVIDED AS A GUIDE TO THE
COMPLETENESS & STYLE THAT THE UK CAA WOULD EXPECT. DO NOT USE THEM AS
MODEL ANSWERS. THE CAA PENALISE HEAVILY ANY ANSWERS THAT ARE COPIES OF
TEXT/OTHER ANSWERS.
YOU ARE EXPECTED TO THINK FOR YOURSELF & TACKLE QUESTIONS AS YOU
WOULD TACKLE PROBLEMS ON AN AIRCRAFT - THAT IS WITH THOUGHT, CARE & A
LOGICAL APPROACH APPROPRIATE TO THE JOB IN HAND. WHAT EVER YOU DO, DO
NOT WRITE DOWN THESE ANSWERS VERBATIM TO ANY QUESTIONS YOU MIGHT GET
IN THE CAA EXAMINATION THE CAA WILL SOON PICK THIS UP & MARKS WILL BE
LOST.
EXAMPLE QUESTIONS WITH EXAMPLE ANSWERS
Some of these have been used by the CAA and some have not but are of a similar nature
to some that have. The object here is to give you an idea of the detail and depth required
in an answer. In some cases a full answer is not given but headings are listed to act as a
guide.
Have a go at the following questions yourself then check your answers against those
given.
Note that for those questions marked CAT A/B1 it is expected that the CAT A persons
answer would not be so comprehensive as the CAT B1s.
Note also that where MAIN POINTS is stated in front of an answer, it indicates that LBP
have just listed the main headings to help you put together a proper answer in a more
acceptable form for the CAA (English, paragraphs and sentences).
EASA MODULE 7A/7B QUESTIONS
Because of the range of the module 7A and B syllabi there could be questions on almost
any topic dealing with aircraft maintenance. Here we have selected some but there could
be many others.
QUESTION. (CAT A/B1/B3). You suspect impact damage to a GRP panel. Describe how
you would verify any possible damage.
ANSWER. Visually inspect the outside for signs of damage, scuff marks and water ingress
(stains). Carry out a coin tap test (or use an electronic woodpecker) to check for
delamination/debonding. Check for security of the panel to the rest of the structure and
check for transmitted shock to the other structure.
Tighten securing screws if loose/replace anchor nuts if damaged. Repair any damage to
the surrounding structure in accordance with the repair manual. Check the inside of the
panel for signs of splitting and signs of impact damage to aircraft systems. Replace any
parts damaged and test system.
If water ingress suspected use a moisture meter or a thermographic method of moisture

detection. If damage suspected but not visible, X-rays and ultra-sonics may be used, but
these methods can be difficult to use on composites. Carry out bonding check to check
for electrical bonding.
- 20 -
If any damage/water ingress found refer to the repair manual for the correct
repair/procedure to carry out. If damage out side limits and temporary repair not
possible replace panel. If panel moves such as, for example, a spoiler then check for
correct operation - by hand first if necessary and dont forget duplicate inspections.
Record all work done and sign.
The above question has come up as a Human Factors (module 9) question, but in a
slightly different form. It states There has been some aircraft damage caused by a vehicle
impact whilst the aircraft was parked on the ramp. Detail the management action that
should be taken. See the module 9 section in these notes.
QUESTION. (CAT B1/B2/B3) The pilot reports falling output from a generator. Describe
how you would rectify the fault.
(Some technical info revision I hope. If the output of an ac generator starts to fall-off it
could be connected with the fall-off of frequency, or the fall-off of voltage. If it is a dc
generator it will be the fall-off of voltage. It could be connected with:
Faulty wiring.
Faulty generator.
Faulty Constant Speed Drive Unit (CSDU) or VSCF generator
(constant frequency only).
Faulty Voltage Regulator (dc only).
Faulty Generator Control Unit (GCU) (ac only).
Faulty flight deck indication, faulty relays etc.)
ANSWER. Check maintenance manual for locations of circuits, components etc and any
fault finding procedures specified - follow these and any subsequent rectification
required. If fitted, check fault computer/maintenance access terminal (computer) and
carry out specified procedure. In the absence of a laid down fault finding procedure carry
out the visual elements of the following FIRST. If output voltage zero check quill drive - if
sheared check on reason why, rectify cause, replace drive, and retest system. If
disconnect operated check reasons why, rectify and re-set. BIT CHECK. If any BIT checks
available carry these out change any component that fails this test.
Inspect wiring for damage, security, contamination, open circuits. Check plugs and
sockets also. If suspect open circuits carry out continuity check.
If suspect insulation carry out insulation test. If any faulty wiring/plugs/sockets found
replace and retest system. GENERATOR. Carry out any BIT tests and rectify as
necessary. Check generator for security, contamination, signs of burning. dc generator -
check brushes for damage and correct seating - replace brushes/springs if damaged/too
short/weak springs.
Check commutator for damage - replace generator if damaged. If IDG/VSCF type

generator (ac only) check oil levels - top up as necessary. If generator fitted with
disconnect mechanism check that it is in engagement (ac only).
If disconnected could be faulty generator/faulty GCU. If generator suspect change and

retest. ac only - check CSDU for damage, security, signs of oil leaks. Check oil level and
adjust if necessary. If too much oil needed check reasons and rectify.
- 21 -
If frequency was the fault then change the CSDU and retest. If CSDU suspect, change
anyway. Check the Voltage Regulator (dc)/GCU (ac) for security, damage, signs of
burning and contamination. If suspect - change and retest. If voltage is low on dc system
regulator may be adjusted iaw manual to obtain correct value. Check load sharing circuit
(if load sharing system). Change any suspect components/wiring and retest. Check
values are within limits, eg - 28 3 volts. 115 3 volts. ac frequency 400Hz 5.
Acceptable if inside these values. If all appears to be serviceable and the output is still
low then suspect flightdeck indication and carry out a output test of the faulty generator
iaw the manual. Slave in new flight deck indicator and retest and check continuity of
indicator cables. Carry out an engine run and test the system iaw manual.
Record all work done including part numbers/serial numbers of changed components
and clear CRS.
WORDY (nearly 400) & IT IS NOT LIKELY THAT MANY OF YOU WILL GET ALL THIS
DOWN IN THE TIME ALLOWED - BUT YOUR TUTOR IS TRYING TO IMPRESS THE CAA &
PROVIDE AN EDUCATIVE ANSWER TO YOU AT THE SAME TIME.
QUESTION. (CAT B1/B2). The rotating ice detector fails to work. Describe how you would
rectify the fault.
ANSWER. Check that power is ON. Carry out flight deck lamp test, if it fails, change lamp
and re-test system. Check manual fault finding section/ Maintenance Access Terminal for
details of fault and rectification. Carry out rectification stated as per fault code.
Check that fuses/CBs are OK/set. If not check reasons why, rectify, reset/replace and re-
test system. If detector rotor fails to rotate then visually inspect power supply wiring for
security, contamination, open circuits, signs of burning etc. If damaged change and
retest. If it still fails carry out a voltage output check/continuity check of the cables and if
no continuity, change cables and retest. If insulation suspect (blown fuse for example)
then carry out insulation test.
Change any cable found faulty. If voltage output check OK and switch continuity OK then
change unit and retest. If earth return terminal corroded, dismantle, clean, reassemble
using petroleum jelly and carry out bonding check. If rotor rotates hold a lightly held
screwdriver to the end of the rotor and check that lamp comes ON on the flight deck. If it
does not change detector. Test system. Record all work done and serial numbers of parts
changed and sign CRS.
QUESTION. (CAT BI/B2/B3). The fire-wire press-to-test fails to work. Describe your
actions to clear the defect.
ANSWER. Ensure power is on to the aircraft and press the button again. Try flight deck
lamp test switch. If it fails change the lamp and retest. If it still fails check on board fault
computer (if fitted). Check C/Bs or fuses on all supplies are in/OK. If not ascertain
reason and rectify and reset/change. Check manual for any special tests/procedures.
Carry out BIT check if fitted.
Carry out a visual inspection of the power supply wires and plugs checking for security,
damage, contamination, open circuits and signs of burning. Change any faulty item and
retest. Inspect the firewire for the same. Inspect the flight deck control panel and firewire
detector box for security, damage, contamination, and signs of burning.
- 22 -
Change if suspect and retest system. If all is well so far carry out continuity checks (or
power output checks for power supplies) of power supply wires and firewire. Change if
any found open circuit. If continuity OK change firewire control box or control panel and
retest. Record all work done and sign CRS.
QUESTION. (CAT B1). Describe the metal repair to a pressurised and non pressurised
part of the aircraft.
MAIN POINTS. Other systems affected. SRM. Jury rigging. Heat treatments. Material
specifications. Damage location. Classification of structure (B1 engineer only allowed to
repair secondary/tertiary structure). Classification of damage.
Marking out. Drilling. Swarf. Wet assembly. Riveting. Sealing (for pressure hull). Pressure
test (pressure hull). Paint job. Re-configure other systems and test. Paper work.
Remember you must write the procedure in correct English using sentences etc.
QUESTION. (CAT A/B1/B2/B3). Explain the crimping of a cable in a cabin and in a

wheel-well.
MAIN POINTS. AMM cable stripping - crimping procedure cable support trunking
conduits contamination - clearance from pax feet (in cabin) clearance from landing
gear with tyre growth protection from elements and debris (wheel well) wheel well high
vibration area cable slack to allow for expansion/flexing cable ties with damping
packing extra crimp protection triple wrapping - test crimp test cable test systems
- record and sign.
Relationship Between the Manual and The Aircraft Log Book
On the first rigging check (at the manufacturers) the readings obtained are
recorded in the aircraft log book. Subsequently any readings taken should be compared
with these.
Tolerances (ie variations) are laid down in the AMM. The manual is common to all aircraft
of a particular type but each aircraft will have its own log book readings.
QUESTION. (CAT A/B1/B3). Explain how an aircraft is cleaned (and the safety
precautions) after it has been used for crop spraying.
Refer to the aircraft manual for cleaning/inhibiting the powder-hopper/spray-tank and

the distribution system (if needed), also for the cleaning of the external airframe/engines.
Refer to the liquid chemical/powder supplier manual (or check on the instructions on the
containers) for any special cleaning instructions/safety precautions. If the aircraft is to be
washed, check with the local authority responsible for the drainage system that wash-
water is acceptable going into the drains. If it is not acceptable wash-water must be
collected in tanks and removed by a specialist chemical disposal firm.
Various cleaning agents are listed in the AMM for both general cleaning and specialist
cleaning. All are supplied with user instructions and health warnings where necessary.
Always keep all fluids/powders off the skin. Ensure they are kept out of the eyes and are
not breathed in. Wear protective clothing, eye protection and breathing apparatus where
specified in the chemical manufacturers manual.
- 23 -
For general exterior cleaning a non-acid soapy solution diluted in water can be used and
the area rinsed off with clean water and dried. Turco Air Tech (or similar) is suitable.
Clean all air filters (carburettors intakes and air conditioning intakes etc.). Ensure all
water traps are drained and cleaned (Pitot static systems, pneumatic systems etc.).
After airframe cleaning move aircraft to a dry area and check all drains to see that they
are clear and make sure water/cleaning liquid has not entered parts of the airframe such
as:
* Engine intakes and exhausts.

* Pitot static vents etc.
* Windows, doors and hatches.
* Air conditioning vents.
* Cooling grills.
* Drain holes.
Glass windscreens can be washed with a non-acid soapy solution and cleaned with a
chamois leather and plastic windows can be washed with the same solution and cleaned
with a fine grade plastic polishing compound (listed in the AMM).
Inspect all surfaces and external components for corrosion/erosion and rectify any
damage found as per the aircraft manual (SRM).
Ensure all control surfaces have full and free range of movement.
Record details of the work carried out in the aircraft log book and sign.
QUESTION. (CAT A/B1/B2). The APU starter motor is suspect. State your actions.
MAIN POINTS. Visual check for check FIM - check flight deck indications for - check
supplies electric pneumatic rectify if supply failure motor change functional
CRS. You should be able to expand this to half an A4 sheet of paper.
QUESTION. (CAT A/B1/B3). List your actions after skin panting (wrinkling) has been
found on the underside of the fuselage.
Check the area and depth of panting. Check for any possible signs of fuel leakage from
integral fuel tanks. If there is and it is outside the limits then repair/rectify as per the
AMM.
If panting is within limits as per the AMM/SRM then record in the log book and call for a
regular monitor inspection. If out side the negligible limits then the area is repaired iaw
the SRM. If the skin has to be removed during the repair then an internal structure
inspection should be carried out to ascertain if there has been further distortion of the
fuselage.
Carry out an airframe rigging check to include a symmetry check, a hogging/sagging

check on the fuselage, a dihedral and incidence check on the main planes and tail plane.
Check the fin for verticality.
If a heavy landing is suspect (or indeed flight through turbulent air or any other incident)
carry out a heavy landing check/special check as required to include a control surface
rigging check.
- 24 -
Record all details, readings etc in the aircraft log book and sign for all the work done.
MODULE 9A/9B QUESTIONS (All licence categories)
QUESTION. Describe fatigue management.
MAIN POINTS. The individual sleep diet noise posture clothing lighting
temperature humidity ventilation - hours at work breaks change of activity - type
of shift type of work peer pressure.
For management same as above but from a management point of view. Again you
should write at least one sentence on each item explaining how this item affects fatigue.
QUESTION. Damage to aircraft on the ground by a road vehicle. Describe the actions you
would take.
MAIN POINTS. Pilot involved or not? Any injuries medical treatment. The aircraft repair
to be sorted also any possible systems to be rectified. Aircraft needs to be certified
airworthy. Vehicle to be taken away for maintenance. Inquiry as to how it happened
bring all concerned together to talk through events and provide a solution that will
prevent a re-occurrence. Reports to be made out aircraft reg vehicle type names
time - date who involved lighting weather etc, including an MOR.
Accident/incident report may be required depending on circumstances. Possible report to
CHIRP if unsatisfied with the result/treatment.
Again your answer must explain all these events in detail.
QUESTION. Describe the organisational culture of a company and how it effects the
individual engineer.
MAIN POINTS. The CAA are trying to make you, the examinee, take a look at the whole
set-up of a firm and how that set-up impacts on the individual engineer.
Headings to look at: Health environment safety first aid. Stress stressors
counselling management involvement job matching manning levels- maintenance
planning peer pressure commuter travel, etc. Happiness job satisfaction pay and
allowances environment.
The organisational culture should be designed to make the individual feel like an
individual in that he/she should be made to feel more than just a number should be
made to feel one equal part of a team with just rewards safe and comfortable
environment with low levels of stress and high job satisfaction.
There should be a well defined job description and a clear management structure with
published details of who can be contacted in the event of any thing happening that might
adversely effect the engineers ability to perform his/her job.
QUESTION. (CAT A/B1/B2). Alcohol/drug use by employees. Describe how a company

copes with this.
- 25 -
MAIN POINTS. Details in company exposition guide found in CAP 716 Aviation
Maintenance Human Factors (EASA/JAR 145 Approved Organisations) - no drink or
drugs allowed except prescription drugs these should be pre-work trailed - if a person
found affected by drink or drugs police can be called in - person should be counselled
time limits after drinking before reporting for work etc. All these should be expanded on.
MODULE 10 QUESTIONS (All licence categories)
QUESTION. State your considerations and certification actions when certifying an

airframe component replacement for release to service.
CAP 562 leaflet 1-12, EASA part 21 and part M refers. Check the effectivity of the IPC.
Identify the part and confirm part no of the component is correct. On receipt of the
component check details and description correspond with the EASA Form 1/FAA/8130-
3/stores release certificate as applicable.
Check the part number, serial number, modification state, batch numbers all correspond
and match the documentation. If in any doubt or suspicions arise as to the authenticity
of the component or Documentation raise an MOR and return to Quarantine Store.
Physically check the condition of the component for transit damage, deficiencies, leaks or
corrosion, if found return to stores with a correctly completed tag stating reasons why
component has been returned. Beware of any special handling requirements and safety
precautions eg. High Pressure, Oxygen, Static, Explosives, ESDS etc and that the
component has all relevant safety placards and warnings.
Check service bulletins and MAMIS/CAP 747 (MAMIS now withdrawn and used for
reference only) for any outstanding requirements. Ensure the component is fitted as laid
down in the AMM and any functional checks are carried out. Raise duplicate inspection
if required and ensure carried out and signed. Check any overlap of certifying
responsibilities.
Return unserviceable item to stores correctly labelled with part no, serial no, batch no,
reason for removal and safety precautions and handling instructions and bungs and
blanks. Complete component log cards (if applicable) recording life at fit/removal.
Sign paperwork and record serial nos, part nos and batch nos in aircraft tech log and
sign CRS releasing aircraft to service.
QUESTION. Describe the procedures for an engineer to gain certification responsibilities

when working for a EASA145 organisation.
ANSWER. AN14 (now moved to CAP 562) refers. The engineer must be over 21 years of
age and hold a current Part 66 licence valid in the relevant category. He/she must have
been involved for a minimum of 6 months actual aircraft maintenance work in the
preceding 2 years. He/she would attend a company approved training course on company
documentation and procedures and have passed an examination.
Having completed the course successfully he/she would attend a CAA approved
manufactures aircraft type course for the trade. On successful completion he/she would
submit an approval application detailing experience on type, backed up by
worksheets/log book if required, to the Companys Quality Assurance Department.
- 26 -
On acceptance he/she would attend a technical interview board where the person would
be expected to demonstrate a thorough working knowledge of the aircraft type, show
understanding of company documentation and procedures and detail the responsibilities
of a Licensed Engineer.
Once the interview has been successfully completed he/she will be issued with an
authorisation document listing any limitations of certification and the scope of the
responsibilities, a copy of which will be held by the QA Department.
A unique company approval number will be given with an approval stamp with that
number which will be used for certification purposes. AN14/CAP562 and EASA part 145
refer. He/she becomes an authorised engineer.
QUESTION. (CAT B1/B2). State the requirements to be met to import an aircraft into the
eu.
ANSWER. If crated needs import and export permission only from the two countries
concerned. It would then be assembled and a Permit to Fly document or C of A applied
for. If not, must have above and with transfer documents and valid C of A or Permit to Fly
or Ferry Permit acceptable to importing country.
If importing into the UK, a UK Permit to Fly may be obtained by a CAA Surveyor travelling
to the exporting country and carrying out the necessary checks and inspections. All
overflying countries have to give permission. All import requirements of importing country
have been complied with. Mode S transponder to be coded to importing country.
STYLE OF THE CAA QUESTION SHEET

(Each one will be on one A4 sheet with the rest of the sheet left clear for the answer):
CIVIL AVIATION AUTHORITY

AIRCRAFT MAINTENANCE ENGINEERS LICENCE
TIME ALLOWED 1 1/2 HOURS
SIGNATURE: DATE:
FOR CAA
USE
Describe the procedure you would follow to rectify the following
fault. The trailing edge flaps fail to reach their selected position.
CIVIL AVIATION AUTHORITY

AIRCRAFT MAINTENANCE ENGINEERS LICENCE
TIME ALLOWED 1 1/2 HOURS
SIGNATURE: DATE:
FOR CAA
USE
Following a report that the engine speed indication system was
intermittent, describe how you would carry out the defect diagnosis
on the system.
- 27 -
PAST CAA ESSAY QUESTIONS
More feedback questions from students after sitting the CAA essay paper (without
answers). Many of the questions have overlap between modules in other words a
question listed on Human Factors might contain a lot of technical information normally
considered as being part of another module but would be required to be put in.
Remember. All questions are from a persons memory so the accuracy of each question
cannot be guaranteed.
All the questions have come from the old modules 7 and 9, which have been re-
designated 7A and 7B respectively. It does not take-away their validity because the two
syllabi have not changed and all apply to the modules 7B and 9B as appropriate taking
into account the following:
* We have re-titled modules 7 and 9 to 7A/7B and 9A/9B respectively.

* There is no requirement for avionic general test equipment in module 7B.
* Answers to questions for the B3 category would reflect details relevant to
small aeroplanes.
MODULE 7A/7B
1. The overheat warning has come on for the IDG and overheating of the indicator
plug is evident. Describe what you would do to rectify the fault.
2. The stall warning stick shaker fails to work. Describe the system and how you
would rectify the fault.
3. Number 2 ignition system failed after an engine change. Describe how the fault
would be rectified and the certification.
4. HIRF. How are its effects prevented? What routine inspections are called for in
relation to systems susceptible to HIRF? What to do if HIRF is reported? (June July
Aug Oct Nov 08, Jan Feb 09).
5. Describe the differences between splicing an electrical cable in the cabin and
splicing a cable in a wheel well.
6. There is an electrical fault in an APU starter. Describe the procedure to return the
aircraft to service and the equipment used (June July Dec 09)..
7. Describe how you would dispatch an aircraft during icy weather.
8. How is a fuel contamination test carried out?
9. How would you return the aircraft to service after corrosion is found on the
fuselage?
10. Describe the control of tools and equipment in the hangar of a Part 145 company.
11. Describe how a hole is made in metal, wood and composite materials use on
aircraft. Also describe the tools used and the possible accuracies that can be
achieved (April May 08).
12. Describe the setting up and the use of a DTI and also the use of a micrometer.
What precautions should be used and what are their limitations? (April May Dec
08).
13. Describe the process of carrying out an undercarriage retraction test on an aircraft
and its subsequent release to service (Sept 09).
14. Describe in detail how a component is changed in a high pressure pneumatic
system (Sept 09).
15. Describe the equipment used, the precautions taken and the procedure to clean an
aircraft after it has been crop spraying.
- 28 -
16. Describe the equipment used and the procedure to be adopted to carry out a
lubrication
point check. (Tutors comment. Is this a lubrication question about a lubrication
point or a question on a centralised lubrication system? Lets hope the actual
question is better worded.) (April 10)
17. Describe the use of a multimeter.
18. A tyre burst on landing. Describe the checks and inspections you would carry out
to bring the aircraft to a serviceable state (question given to a B2 person)
19. The nose landing gear steering angle is excessive. Describe the checks and
inspections you would carry out to rectify the fault (also given to a B2 person) (Nov
10).
20. Describe the procedure to tow an aircraft and the equipment used (Sept 10).
21. Water contamination has been found in a fuel tank. How would you carry out a
fuel contamination test and what other tests could you carry out? What follow-up
procedure would you carry out and what actions would you carry out in future?
22. What is the purpose of engine cleaning and how is it carried out? (June 11).
23. One or more of the tyres have become deflated. What are the reasons that you may
need to know to tow the aircraft in this condition? What are the precautions that
you must carry out when doing this? (Sept Oct 09, Jan 10).
24. What are the general fire precautions when working in a hangar/workshop area?
(June 11).
25. Two tyres are found deflated on separate stub axles. Describe the procedure to
bring the aircraft back to service? (Sept 10).
26. Describe the inspection required after a reported bird strike on an engine and the
procedure required to return the aircraft to service.
27. List and describe the most common corrosive agents found in the aviation
environment. Describe their effects on the structure and the methods of detection
(Mar 10).
28. Explain the operation of the moving coil ohmmeter and why full scale deflection
(FSD) is zero? (Dec 10).
29. Describe the safety precautions when servicing an oxygen system (Aug 11).
30. A fuel tank probe has been identified as a Critical Design Configuration Control
and Limitation (CDCCL) component. State the safety precaution when dealing with
such components. What needs to be considered when changing the component?
(Mar 09).
31. Describe the precautions to be taken before connecting ground power (Aug 11).
32. A tricycle tail-wheel aircraft has to be tied down (picketed) in the open prior to a
forecast severe storm. Describe the procedure for doing this (Jan 11). (Ed the
CAA have used various forms of this Q.)
33. Describe the inspection of an in-situ brake unit. Describe your actions if it was
warn to the limits? (Aug Dec 08, Feb 09).
34. Gear down airspeed limits have been exceeded. Describe your subsequent actions
(May 10).
35. Describe the procedure to return the aircraft to service after an engine pylon bush
is found warn beyond limits (Feb 06).
36. There is 2 (50mm) of wet snow on the ground, light snow is falling and the
ambient temperature is -2C. What considerations should be taken into account
before the aircraft departs?
37. Describe the terms Clearance fit, Interference fit and Transition fit and how will
tolerance affect these fits? (Sep 10).
38. The engine has been shut-down for more than 2 hours. Describe the procedure to
carry out an engine oil change (Mar 11).
- 29 -
39. What is the effect of ice formation on the aircraft aerodynamics, propulsion system,
flight controls and avionic systems? (Sep 10).
40. An air conditioning pack SOV is suspected of being defective. Describe the
procedure to investigate the possible fault and the procedure to rectify if found
faulty. (Mar 11).
41. What are the procedures to service an hydraulic system when the aircraft is de-
energised? Nov 09).
42 No hydraulic pressure is reported in the left system. Describe your actions to
investigate and rectify (Dec 08).
43. Describe how you would replace an electronics card in a multi-card rack and the
precautions you would take (June July Oct 08, Jan 09).
44. describe the uses and advantages of the digital multimeter in trouble shooting
electrical problems on an aircraft. How would you use as an ammeter? (April 10).
45. An aircraft is to be refuelled with crew and passenger on-board. What precautions
and safety measures would need to be carried out? (Mar May 09).
46 Describe the various types of torque wrenches and how they are used. Describe
how the correct torque is obtained using an extension bar (April 10).
47. A component has be changed on a jet engine. A high powered ground run is
required. List the risks and the precautions to take (April May 09).
48. Describe the inspections required after the pilot reports a tail strike on the runway
and how is the aircraft returned to service? (June 10).
49. List the checks to be made after a tyre burst (Nov 10).
50. Describe how you would set up a calibrated tool procedure that would satisfy the
requirements of the CAA (Mar 10).
51. Describe the environmental factors concerning lubricants.
52. Why is an aircraft levelled (put into rigging position) and describe three ways of
achieving this (Sep Oct 09, Jan10).
MODULE 9A/9B
1. Discuss the factors relevant to stress for the aircraft engineer in the workplace and
how things could be put in place to help.
2. During a structural repair there is a hand-over between shifts. You are the team
leader. How is the hand-over prepared? Include details of any material processes
involved.
3. Describe the handover procedure between shifts during a major overhaul.
4. Describe two pressures (stressors) that can cause stress to the engineer. How do
they originate and how can they be minimised/prevented?
5. There are many different types of maintenance error reporting schemes in civil
aviation
eg, MEDA. Explain how this system works within a company.
6. Discuss the advantages and disadvantages of a man over a machine.
7. State the main type of errors and how can they be eliminated?
8. Describe an engine run on an aircraft using the SHELL module as a guide.
- 30 -
9. State the hazards in the workplace and the precautions the engineer should take
to avoid them.
10. Discuss the advantages and disadvantages when working as a team member as
apposed to working as a individual.
11. Describe the importance of currency in relation to an engineer. What divisions in a
145 company are responsible for this?
12. After several years in service an aircraft has shown evidence of a serious structural
fault. Describe the human errors/failures that might have occurred. (Authors
comment. If it is a design fault the errors/failures are with the design team. If it is
a fault developed in service and not because of a design fault then the
errors/failures are with maintenance. What the CAA want is difficult to know but
would suggest details of possible errors, lapses, violations, rules of thumb
problems, etc. Could also include many other things with enough to fill an hour
with writing let alone 20 minutes.)
13. Describe the effects of Over-load and Under-load on an aircraft engineer and
what effect it might have on the team.
14. What is stress in the workplace? What human factors and environmental
conditions need to be considered? (Mar 09).
15. Describe how under-load and overload affects an engineer and the team (Nov 10).
16. Describe Noise Induced Hearing Loss (NIHL). What regulation relates to this and
what are the requirements imposed on an employer to comply with the regulation?
(Oct 09 Jan 10).
17. Discuss the symptoms of fatigue that you might recognise in yourself and in
others. Describe the factors that might induce fatigue in your colleagues at work.
18. A complex task is being carried out by your team on the aircraft. It will not be
completed before the end of the shift. Detail exactly how you would organise the
shift change-over (July Sept 08, Jan 09).
19. An aircraft has a series flaw and after a few years it becomes unserviceable. What
are the failure types and describe the error model that best relates to this situation
(Oct 09).
20. What is the purpose of MEDA and how is it implemented? (Jan Aug 08, Dec 09).
21. For an engineer to carry out fault finding he/she needs to reference information for
his/her decision making. What are the sources of this information and what
precautions would need to be considered when using them? (April May 08).
22. Describe the effects and causes of circadian disrhythmia (June 10).
23. describe Peer Pressure and how it affect the aircraft engineer in the workplace
June July Oct 08, Feb 09)..
24. Describe what is a Complex System on an aircraft and how this influences an
engineers responsibility (April Nov 10).
25. What are the factors to be considered when carrying out a visual inspection on an
aircraft component? (Nov 09).
26. Describe the Human Factors that may have contributed to the following: An
aircraft is returned to service with the spoiler still in maint. mode after
maintenance by nightshift. The aircraft departs and has to make an emergency
landing after experiencing control problems (Mar 10).
27. What is the perception of the role of the licensed aircraft maintenance engineer and
what responsibilities must be recognised in the process of carrying out his/her
duties? (Feb Mar 08).
28. You have assembled a team of engineers to carry out a complex modification on all
the aircraft of that type in the fleet. What individual and team factors would you
consider? (Nov 09).
- 31 -
29. What are the Human Factors differences between Line maintenance and Hangar
maintenance.
30. Define Visual maintenance and describe the steps you would take to ensure
adequate inspection. (Sept 10).
31. What CAA publications relate to drug and alcohol abuse in the workplace and what
are their recommendations? What effect does the consumption of alcohol have on
an engineer in the performance of his/her duties? (June July Dec 09.
32. Describe the four recognised types of attention that affects and engineers decision
making? (April May 08, May 09).
You should make sure you study the above questions and the answers to them.
Remember, when you sit your paper for the CAA examination make sure you read the
question given and give an answer to THAT question and not a question you might have
seen before.
MODULE 10
1. Describe the requirements to be met for the issue of an EASA Part 66 licence and
for JAR145 company approval.
2. Describe the requirements to be met for the issue of an EASA Part 66 licence and
how can extensions and type approval be obtained?
3. Discuss the relationship between sub part M of JAR OPS with JAR 145.
4. Damage has occurred to an aircraft by a road vehicle during maintenance
operations. Describe the procedure that should now be instigated.
5. What is the relationship between the ANO, BCARs, JARs and ANs. List the ANs
that are applicable to the licensed engineer (now out of date) .
6. What audits are required by the quality control department of a Part 145 company
to maintain the companys approval? Your answer should be in some detail.
7. What are the storage requirements under a part 145 approval? What facilities are
required, how are the items segregate and what are the storage conditions? (Sep
09).
8. What are the requirements for an organisation seeking EASA approval?
9. State the requirements for an EASA part M approval.
10. State the reason and the requirements for a Mandatory Occurrence Reporting
(MOR) scheme.
11. State the reasons for and the uses of an aircraft Tech Log for CAT aircraft and the
associated requirements for a Part M organisation (April 10) .
12. State the requirements for any changes or modifications in design of an aircraft/
aircraft component.
13. What is contained in Part M subpart H?
14. State the requirements and the privileges of being granted a 145 approval.
15. State the procedures and the requirements for a Part M stores system.
16. What are the requirements to be met for the import of an a/c to be used for
commercial air transport and what are the continued airworthiness implications?
(June July Dec 09,
Jan Dec 10).
17. An emergency AD has been issued. Explain the requirement that legally allow the
flight commander (in a Part 145 company) not to carry out the maintenance tasks.
18. Describe the requirements for obtaining a Part 66 category C certificate approval
within a base maintenance part 145 organization. Explain the relationship of
approval and the difference between it and those for B1/B2 support staff.
- 32 -
19. Define the concepts of Airworthiness Directives, Service Bulletins and Service
Letters in relation to their origin, content and severity.
20. What are the facility requirements needed for a Part 145 organisation?
21. Describe the use of the MEL and its relationship to the MMEL (Nov 10, May 11).
22. What are the maintenance requirements for a public transport aircraft working
under an AOC in terms of the AOC? (April 10).
23. What aspects would need to be audited by the Quality Control Department of a
Part 145 company to retain its approval? What Human Factors aspects would be
involved? An organogram would help your answer.
24. Describe the requirements for a CAT operator for the preservation, production and
use of data recorded on a CVR and FDR (June 10).
25. What are the requirements for an aircraft maintenance engineer in a Part145
company to issue a CRS after the aircraft has undergone maintenance? (Sept 10).
26. Describe Airworthiness Directives (ADs) Service Bulletins (SBs) and Service Letters
in terms of their purpose, contents and issuing authority (Mar 10).
27. Describe the procedures and requirements of a maintenance organisation to obtain
Part145 approval.
28. The pilot reports that the aircraft has suffered a lightning strike. Describe your
actions to return the aircraft to service (Feb 11). (Comment probably was or
should be in module 7.)
29. An emergency AD has been issued. Describe how a Part145 company ensures that
the pilot carries out the intent of the AD (May 10).
30. A company is responsible for maintaining aircraft under Part M subpart G.
Describe the responsibilities of the nominated post-holder/s in the organisation
(Oct 09).
31. What are the dirty dozen in Human Factors? Describe any four of them. (Nov 10).
(Comment probably was or should be in module 9.)
32. What is the function of the Quality Control Department of a Part 147 organisation?
What are the key areas of quality control? (March 09).
33. Describe the relationship between the ANO, BCARs, EC reg 2042/2003 and EC reg
1592/2002.
34. There is a deferred defect that affects ETOPS and auto-land capability. Describe in
detail how you would ensure replacement parts are compatible and how you would
return the aircraft to service (April May 08).
35. Describe the requirements of a Part 145 organisation in keeping the records of
certifying B1 and B2 staff. Include the organisations requirements when the
employees cease employment with the organisation (Aug 11).
36. An outstation defers a defect. What procedure should be followed? (Nov 09).
37. Describe the requirements for the issue of an EASA Part 66 category A licence and
the procedures to follow to obtain authorisations on this licence (June July 08, Jan
May 09).
38. Describe the purpose of the ANO, BCAR, EC reg 2042/2003, EC reg 1702/2003
(Aug Dec 08).
39. Describe what is meant by Mandatory Placards (Nov 10).
40. List and give a brief description of the purpose of the documents required to be
carried on a CAT aircraft (Mar 11).
41. Describe the purpose and relationship of the four annexes to EC reg 2042/2003.
42. Describe the requirements to obtain an EASA Part 66 category C certifying
approval within a base maintenance Part 145 organisation. Explain the
responsibilities of the approval and the differences between it and those for the
B1/B2 engineer (Feb 10).
43. Describe in detail the process that a Part M organisation follows to issue an
Airworthiness Review Certificate (April 09).
- 33 -
Note. Most of the above questions on Air Law would be applicable to a Category A
licensed engineer.
You should make sure you study the above questions and the answers to them.
Remember, when you sit your paper for the CAA examination make sure you read the
question given and give an answer to THAT question and not a question you might have
seen before.
Now try the enclosed LBP questions taking note of what has been said. Return them to
your tutors for marking and if you need advice do contact the respective tutor.
The tutor for each question is given on each paper and details of the tutors (addresses
etc) are given on the tutor list enclosed with this mailing.
NOT SURE OF A CAA QUESTION DURING THE EXAM
If you are not sure about a question during the CAA exam - either multi choice or written
- ASK. The CAA try very hard to see that the questions are correct but they are not
infallible and students have had incorrect/wrong multi choice questions in their papers
and some have even had the wrong paper.
If you think you have the wrong paper contact the invigilator.
If you feel that a multi choice question is not correct (or it should not be in the paper at
all) then (after asking the invigilator) make a comment on the reverse side of the answer
sheet and clearly state what you think the answer should be or why it should not be
there at all.
Note the paper number (at the top of the question sheet/s) and note the question/s.
Leave a note with the invigilator and write to the CAA (keeping a copy for your reference).
Be factual about the problem, and if you are correct then you will be awarded the
mark/s.
The above paragraphs are most important. It has happened before that incorrect
questions have got into CAA examination papers (or students have had an incorrect
paper) and have failed because they have not picked it up at the time.
If you have problems in this area then LBP would like to know about it. We are, of course,
a third party but we have regular informal contact with the CAA and have had a good
professional working relationship with them for over 30 years. (As an aside, we were the
biggest single contributor in Europe to the re-write of the now EASA Part 66 syllabus. We
tried hard to change it for the better.)
THE CAA EASA EXAMINATION - GENERAL
* There is no oral examination there used to be, many years ago.

* The number of CAA multi choice examinations for each licence are: 13
(B1.1, B1.2 & B3); 12 (A1, B1.3, B1.4, B2), 11 (A2) plus the essay paper/s
for each licence.
- 34 -
* There is a 4 question essay paper/s. Two questions on module 7A/7B
Maintenance Practices some seem to stretch the syllabus somewhat, one
question on module 9A/9B Human Factors and one question on module 10
Air Law. These questions may be taken as one exam (one fee) or three exams
(three fees).
You would be well advised to take the bigger module examinations separately.
Some modules are small, such as modules 8 & 9 and you may wish to consider taking
them together. It will save some travel time and expense but will not save on exam fees. If
travelling is a problem (coming from abroad for example) you may have to take several
modules together (for any one day the total examination time must not exceed 6 hours
check with the CAA).
The first 10 modules are common for all licences (except module 4 which does not have to
be taken by the category A person).with trade modules being 11(A, B & C), 12, 15, 16 and
17A/B for the A, B1 & B3 licensed engineer, and 13 and 14 for the B2 person. The
modules are:
Module Shortened Title Applicable to: Comments
1 Mathematics A, B1, B2, B3 A lower level. B1 & B2 the same level.

2 Physics A, B1, B2, B3 A lower level. B1 higher level than B2.
3 Electrics A, B1, B2, B3 A lower level. B1 & B2 the same level.
4 Electronics B1, B2, B3 B2 is the higher level.
5 Digital techniques A, B1, B2, B3 A lower level. B2 higher level than B1.
6 Materials and hardware A, B1, B2, B3 A lower level. BI higher level than B2.
7A Maintenance practices A, B1, B2 A lower level. BI higher level than B2*.
7B Maintenance practices B3
8 Basic aerodynamics A, B1, B2, B3 A lower level. BI & B2 the same level.
9A Human factors A, B1, B2 A lower level. BI & B2 the same level.
9B Human factors A, B1, B2 A lower level. BI & B2 the same level.
10 Aviation legislation A, B1, B2 A lower level. BI & B2 the same level.
11A Fixed wing airframe (jet) A1, B1.1
11B Fixed wing airframe (pist) A2, B1.2
11C Piston airframe 2000kg B3
12 Helicopter airframes A3, A4, B1.3, B1.4
13 Avionic systems B2 Includes electrical systems,
instruments, autopilot, radio, radar,
navigation and other subjects. A large
module.
14 Engine instruments B2
15 Gas turbine engines A, B1.1, B1.3 For jet engined aircraft, fixed wing &
helicopters.
16 Piston engines A, B1.2, B1.4 For piston engined aircraft helicopters.
17A Propellers A & B1 For fixed wing aircraft.
17B Propellers B3 For fixed wing aircraft 2000kg and
below.
* Except for the subject 7.4 Avionic General Test Equipment.
TABLE 4 MODULE EXAM DIFFICULTY LEVELS
- 35 -
Notes
1. The CAT A licence should not be considered as a stepping stone to the CAT
B. If you have a CAT A licence and wish to go for a CAT B licence you will
have to take most of the modules again to the higher level.
2. As a CAT B person if you feel that you might, in future, go for the other
licence after getting this one eg: you are now going for the B1 and might
consider going for the B2 eventually, or you are going for the B2 and might
consider going for the B1 eventually, then make sure you take each of the
modules 1 to 10 at the higher level. For example, the higher level for module
7 is the B1 level and the higher level for the module 5 is the B2 level. It will
save you having to take the same module/part module again later.
EXAMINATION APPLICATION PROCEDURE
1. Application form (down-loaded from the CAA website if necessary) completed and
sent in to the CAA (EASA form SRG 1002 EASA form 19E). One form per
examination, although more than one module may be taken on any one
examination. A certified true copy (a good copy) of your passport (photograph page)
must be sent in with your first application (and take your passport with you for all
the exams). Include the examination fee currently 43 per module.
2. Send the completed form, fee and the certified true copy to the CAA at Gatwick.
Examination places get booked up early (anything from 2 to 3 months early), so
PLAN AHEAD. For some modules it will mean booking up your examination at, or
even before, you start studying for that module.
[For licence application (after passing all the exams). Send a certified record of your
experience* (in general, 5 years in the last 7). For service personnel 1 of the five
years must be recent experience on civil aircraft. For those people with UK service
records, a resume should be recorded and the service records sent together with
the application.
The CAA form should be annotated that the resume is a correct copy as per
attached records. The attached records should, of course, be countersigned by an
engineering officer or similar.
All records of experience with civil firms must be countersigned by the Quality
Control Department.
3. Send form to the CAA (with fee published on the CAAs website).
4. You should be informed of acceptance 2 or 3 weeks later, though cheques and

credit card debits will be cleared within 2 or 3 days.
- 36 -
5. The written examination - at Gatwick or other UK centres - will be
about 4 to 12 weeks later, after your application has been accepted. This time
scale means that you must PLAN AHEAD.
6. About 2 weeks after the written examination you will be informed of the
results. If you have failed then you can arrange a re-sit after 90 days (form to be
sent in 60 days after the failed examination date) together with another fee.
Forms EASA19E may be obtained from LBP and also down-loaded from the CAA's website
(www.srg.caa.co.uk).
We strongly recommend the use of log books for all (including aircraft engineers
currently in the services). These may be obtained from the Association of Licensed
Aircraft Engineers (there is a link on our website and LBP have them in stock anyway).
You could make your own up, so long as it is a similar style. The log book should be
maintained and kept up-to-date and if you have not started one then the best time to
start is now. Remember, when you apply for a licence the CAA will want to know WHAT
YOU HAVE BEEN DOING on aircraft for the last 5 years - dates - type of aircraft - type of
work - servicings carried out - components removed/refitted - fault finding procedures
carried out - systems testing - rectification procedures etc. In general the more detail the
better.
EXEMPTIONS
Very few are allowed. For the EASA licence, so far these have only been agreed for those
holding certain degrees. Discussions are on-going for others, but will take some time. In
any case check with the CAA if you have a qualification you think might be eligible to be
considered for exemptions.
EXAMINATION VENUES
The module examinations are taken at certain CAA examination centres in the UK
(currently Gatwick, Oxford, Glasgow, Manchester and Shuttleworth College near
Biggleswade Bedford) and with certain Part 145 companies. The CAA centre at Aviation
House Gatwick is a 5 minute bus ride from the terminals at London Gatwick Airport and
is a popular venue for students coming from overseas. Gatwick can also be reached by
bus from London Heathrow Airport (about 25 miles 40km).
Another venue used by overseas students is the one at Oxford. This can be reached by
bus from London Heathrow Airport (about 45 miles 72km). The exams are held at
Oxford Airport which is a 10 minute walk from the village of Kidlington which is itself
about 5 miles (8km) north of Oxford (can be reached by bus from Oxford).
- 37 -
For accommodation details at Oxford and Gatwick check our Contacts page on the
website or ring us direct.
CAA EXAMINATION PROBLEMS
In the unlikely event you feel unhappy about any part of the examination then in the first
instance contact the LBP Course Director (for LBP students). You can contact the CAA
informally by 'phone, and if you feel strongly that you where unfairly treated then you can
write to the CAA and put into motion a more formal complaints procedure - should you
wish to take it that far.
If you feel that there is a problem during the examination, with a question, for example,
then do talk to the person in charge of the examination. In the event of any (MCOQ)
question/s being wrong then you will be credited with the mark/s.
REMEMBER - no calculators are allowed in the examination room even when doing the
mathematics paper.
Spare scrap paper may be provided by the CAA which has to be handed in.
Once a module examination is passed it has a life of 10 years. If all the modules for a
particular licence have been passed over a longer period than10 years (and a licence has
not been obtained) then the first ones will be out-of-date and will have to be taken again.
For more information on preparation for study please refer to our website
www.licencebypost.com, and for more information on the essay paper answering
technique please refer to our EE programmes for the appropriate modules (EE7, EE9
and/or EE10).
CONTACTS
Licence By Post info@licencebypost.com

CAA caa.co.uk/srg/licensing
EASA easa.eu.int
Engineers Licensing *) Can viewed and down-loaded free of charge from
Guidance Document ) caa.co.uk/publications
* ELGD document. A booklet containing details of all the (UK) licences held and their
conversions to the EASA system.
GOOD LUCK
- 38 -
CAA EASA ESSAY TECHNIQUE
LBP has a tuition programme (EE programme) specifically designed for the CAA essay
questions. For modules 7, 9 or 10, the appropriate EE programme is included with each
module. The EE programme is also available for purchase separately.
The programme gives a good grounding on how to tackle essay questions and provides
questions on modules 7, 9 and 10 for the student to complete. A list of passed known
questions is also provided.
When taking the module 7/9/10 CAA multi choice exams most people take the
appropriate essay paper at the same (an exam fee is charged for each multi choice paper
and each essay paper), but one essay question paper for all the modules together may be
taken (with one exam fee). Not an easy paper as the subjects cover a wide area.
When taking the CAA essay exams STUDY THE QUESTION CAREFULLY. IF YOU ARE
NOT SURE OF WHAT THE QUESTION IS ALL ABOUT THEN ASK.
The following shows the style of the CAA response/answer paper (hard copy paper exam
system) for the multi choice paper. Study it and familiarise yourself with the details,
including the details that you complete yourself and the process of correcting a response.
- 39 -
APPENDIX 1 HARD COPY CAA MULTI CHOICE RESPONSE SHEET
(PRE 2015)
- 40 -

EASA Study Guide

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EASA Study Guide

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All Modules

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Licence By Post Copyright A B EASA 66 ISSUE 27 0815

No part of this study book may be re-produced or distributed in any form or by

When carrying out a procedure/work on aircraft/aircraft equipment you MUST always

Tel: (+ 44) 01296 433871

Read this section first before going any further.

1. CHECKING YOUR ORDER CONTENTS

3. READ THE SECTION ON TACKLING THE MULTI-CHOICE EXAMINATION PRIOR

LBP STUDY & CAA EXAMINATION TECHNIQUE GUIDE

Planning Your Studies

MODULE SUBJECT LICENCE CATEGORIES

Setting Your Goals

Your allocated studies per week.

www.easa.eu.int The EASA website.

PLAN ahead. Check on CAA exam dates using their website.

These are part of the LBP study programmes.

Completing the LBP Assessments

* Complete your studies for that particular module/part of the

More on the essay questions later.

MODULE PAPER (B1/B2) AFTER STUDYING:

1 1/1 complete module.

11A 11A/1 books 1 to 9.

THE CAA EXAMINATIONS

The screen will show:

DO NOT START UNTIL TOLD TO DO SO BY THE INVIGILATOR

Click the start button when told.

* Move to the next question or move back to the previous one.

A drop-down box shows question numbers in colour:

* GREEN Question answered.

Questions can be reviewed at any time and responses changed.

MODULE TITLE MULTI-CHOICE Qs ESSAY

A = Aircraft maintenance licence mechanic

TABLE 2 CAA EXAM PAPERS - QUESTIONS PER MODULE

TABLE 3 QUESTIONS FOR SOME PART MODULES

Each question consists of a question or statement with three answers or related

How Many Exams Can Be Taken In A Day?

THE CAA ESSAY PAPER (example style sheet attached)

This is in hard copy format and completed by the student in handwriting.

PRACTICE in hand writing. DO NOT practice using a word processor/type

PRACTICE in getting accurate technical content with a LOGICAL sequence if it is a fault

PRACTICE, PRACTICE, PRACTICE.

MANAGEMENT QUESTIONS. Some questions are written as a management type question

In general, note the following:

THE CAA EXAMINATION ITSELF

Module 7A and 7B Fault Finding Questions

ALMOST ALL SYSTEMS/COMPONENTS are interrelated, so if something doesnt work

Functional Structure Technique/Theoretical Structure Technique. This involves checking

These methods are particularly useful when checking CONTINUITY/VOLTAGE output in

Refer to the aircraft manual.

Disconnect the supply cable to switch/equipment and carry out a continuity

* The LOGICAL sequence - from the simple to the more complicated.

* LITTLE mention of PERSONAL safety or HUMAN FACTORS - only in particular

EXAMPLE QUESTIONS WITH EXAMPLE ANSWERS

EASA MODULE 7A/7B QUESTIONS

If water ingress suspected use a moisture meter or a thermographic method of moisture

Check commutator for damage - replace generator if damaged. If IDG/VSCF type

If disconnected could be faulty generator/faulty GCU. If generator suspect change and

QUESTION. (CAT A/B1/B2/B3). Explain the crimping of a cable in a cabin and in a

Relationship Between the Manual and The Aircraft Log Book

Refer to the aircraft manual for cleaning/inhibiting the powder-hopper/spray-tank and

* Engine intakes and exhausts.

Carry out an airframe rigging check to include a symmetry check, a hogging/sagging