PassProfessor’s FAA program is part of the expanding PassProfessor catalog. The Remote Pilot Part 107 (UAG) program is available now — see Part 107 Exam Prep. We are building the Private Pilot (PAR) and Aviation Mechanic (General, Airframe, and Powerplant) sections of the suite, mapped to the FAA’s published Airman Certification Standards. Join the notify list and we will email you when those sections open — then use this guide to plan your path to the testing center.
This suite is part of the expanding PassProfessor catalog — the Part 107 program is available now, and the Private Pilot and Aviation Mechanic sections are in the works; join the notify list and we’ll email you when those sections open.
The FAA knowledge tests, in one paragraph
The Federal Aviation Administration (FAA) requires a computer-based knowledge test — still widely called the “written test” — on the path to most airman certificates, and all of them are delivered by PSI, the FAA’s official testing partner, at FAA-approved knowledge testing centers. This guide covers the three entry paths most applicants take. The Private Pilot Airplane test (PAR) is 60 questions in 2 hours with a passing score of 70. The Aviation Mechanic path is three separate tests — General (AMG, 60 questions), Airframe (AMA, 100 questions), and Powerplant (AMP, 100 questions) — each 2 hours, each requiring a score of 70. The Remote Pilot test (UAG — Unmanned Aircraft General – Small) for Part 107 drone certification is 60 questions in 2 hours with a passing score of 70. Every one of these tests is built on standards the FAA publishes — an Airman Certification Standards (ACS) document for each certificate — and none of them is the final step: pilots go on to a practical test, mechanics to oral and practical tests, and remote pilots to an application and a TSA security check.
Who can take each test?
Private Pilot Airplane (PAR)
- You must be at least 15 years old to take the PAR knowledge test. The FAA’s private pilot knowledge-test guidance states the minimum plainly: at least 15 (14 for balloon or glider tests). You must be at least 17 years old to hold the private pilot certificate itself, per the FAA’s Become a Pilot guidance.
- You need authorization to sit the test. Per the FAA’s Airman Knowledge Testing Matrix, you present either a certificate of graduation from an FAA-certificated pilot school, or a written statement or logbook endorsement from an authorized ground or flight instructor certifying that you completed the applicable ground training or a home-study course and are prepared for the test. The knowledge itself is the material in 14 CFR 61.105, as the FAA’s preparation guidance notes.
- The knowledge test is one of two tests. The FAA requires both a written knowledge test and a practical (flight) test for the private pilot certificate. Passing PAR does not make you a pilot — it clears the written gate on the way to the checkride.
- Flight experience runs on a separate track. The FAA’s guidance puts the private pilot airplane flight-time minimum at 40 hours of flight time (including at least 20 hours of flight training from an authorized instructor and 10 hours of solo flight training, with specified cross-country, night, and instrument components). Flight time is earned with an instructor, not in a test center — plan both tracks together.
Aviation Mechanic — General, Airframe, and Powerplant (A&P)
- You must be at least 18 years old and fluent in English to be certificated, per the FAA’s aviation maintenance technician guidance.
- You must qualify through schooling or experience before testing. The FAA recognizes two routes to eligibility: graduating from an FAA-certificated Aviation Maintenance Technician School (AMTS, a “Part 147 school” — most programs run 18 to 24 months), or documented on-the-job practical experience — 18 months for one rating or 30 months working concurrently on both airframes and powerplants, with military experience creditable through the FAA’s Joint Service program. The FAA’s experience page is explicit that time spent training for a specialty does not count; time working in it does.
- Your authorization is a document, not an endorsement. Per the Testing Matrix, you present one of: an original FAA Form 8610-2 (Airman Certificate and/or Rating Application — Mechanic and Parachute Rigger) signed through the FAA office process; an authenticated document from an FAA-certificated AMTS (a graduation document for an Airframe and/or Powerplant curriculum also authorizes the General test, and a student who has satisfactorily completed the General curriculum may take the General test before graduating); or a military Certificate of Eligibility.
- You take only the tests for the rating you seek. Airframe only: General + Airframe. Powerplant only: General + Powerplant. Both ratings — the full “A&P”: all three tests.
- The knowledge tests are not the certificate. The FAA requires applicants to pass written, oral, and practical exams. The oral and practical tests are administered by an FAA Designated Mechanic Examiner (DME) and test hands-on skill — this guide, and any question bank, covers the written knowledge tests only.
Remote Pilot Part 107 (UAG)
To become a certificated remote pilot as a first-time pilot, the FAA requires that you:
- Be at least 16 years old to hold the Remote Pilot Certificate. (The Testing Matrix lists a minimum age of 14 to take the UAG test itself — a younger applicant can test, but the certificate requires 16.)
- Be able to read, speak, write, and understand English.
- Be in a physical and mental condition to safely fly a drone. No aviation medical certificate is part of the Part 107 path described by the FAA.
- Pass the initial aeronautical knowledge exam — Unmanned Aircraft General – Small (UAG) — at an FAA-approved knowledge testing center. No instructor endorsement or other written authorization is required for UAG.
- Complete the application and clear TSA vetting. After passing, you file FAA Form 8710-13 in the FAA’s IACRA system; a TSA security background check follows, and the FAA emails instructions for printing a temporary certificate once vetting completes.
Two audience notes:
- Current Part 61 pilots take a different door. If you already hold a pilot certificate issued under 14 CFR Part 61 and have completed a flight review within the previous 24 months, the FAA lets you earn the remote pilot certificate by completing its online Part 107 Small UAS Initial course (ALC-451) instead of taking the UAG test. You may also take the UAG test if you prefer.
- Recreational flyers are not on this path. Flying purely for recreation follows the FAA’s recreational exception and its TRUST safety test — a different, free online test. Part 107 certification is for operations that are not purely recreational.
The exams, piece by piece
All figures in this section are from the FAA Airman Knowledge Testing Matrix, revised September 25, 2026 — the FAA’s own table of every airman knowledge test, its question count, minimum age, allotted time, and passing score.
| Test | Code | Questions | Minimum age to test | Time | Passing score | Testing supplement |
|---|---|---|---|---|---|---|
| Private Pilot Airplane | PAR | 60 | 15 | 2 hours | 70 | FAA-CT-8080-2H |
| Aviation Maintenance Technician General | AMG | 60 | — (certificate requires 18) | 2 hours | 70 | FAA-CT-8080-4G |
| Aviation Maintenance Technician Airframe | AMA | 100 | — (certificate requires 18) | 2 hours | 70 | FAA-CT-8080-4G |
| Aviation Maintenance Technician Powerplant | AMP | 100 | — (certificate requires 18) | 2 hours | 70 | FAA-CT-8080-4G |
| Unmanned Aircraft General – Small | UAG | 60 | 14 | 2 hours | 70 | FAA-CT-8080-2H |
The testing supplement is the FAA booklet the testing center provides for your test — the charts, figures, and performance data questions refer to. You work from the supplement during the exam; you do not bring your own.
Three structural facts that shape how you should prepare:
- Validation questions can appear on any of these tests. The FAA states that any test in the Matrix may include validation questions — unscored items used to gather data on question validity and performance. They do not count for or against your score, the question counts above do not include them, and your allotted time does include answering them. There is no way to identify them, and no strategy beyond treating every question as real.
- The mechanic tests are three sittings, not one long exam. A both-ratings applicant faces 260 questions total, but in three separate 2-hour tests that can be scheduled as separate appointments. The pacing problem is per-test: 100 questions in 2 hours on Airframe and on Powerplant is a question every 72 seconds on average.
- Your test report teaches you what you missed. Each of these tests prints codes on your Airman Knowledge Test Report (AKTR) — ACS codes for PAR and UAG, and ACS codes on mechanic AKTRs — that map to the specific standard elements behind the questions you got wrong, on a failed or a passing report. The FAA’s pilot guidance adds that your instructor must review the deficient areas with you and endorse the report. Treat the AKTR as a study document, not just a score.
What PAR covers — the Private Pilot ACS
The PAR knowledge test is built on the knowledge elements of the Private Pilot for Airplane Category Airman Certification Standards (FAA-S-ACS-6C). Its twelve Areas of Operation:
| Area of Operation | What it covers |
|---|---|
| I. Preflight Preparation | Pilot qualifications; airworthiness requirements; weather information; cross-country flight planning; National Airspace System; performance and limitations; operation of systems; human factors |
| II. Preflight Procedures | Preflight assessment; flight deck management; engine starting; taxiing; before takeoff check |
| III. Airport and Seaplane Base Operations | Communications, light signals, and runway lighting systems; traffic patterns; airport, runway, and taxiway signs, markings, and lighting |
| IV. Takeoffs, Landings, and Go-Arounds | Normal, crosswind, short-field, and soft-field takeoffs and landings; go-around and rejected landing |
| V. Performance and Ground Reference Maneuvers | Steep turns and ground reference maneuvers such as rectangular course, S-turns, and turns around a point |
| VI. Navigation | Pilotage and dead reckoning; navigation systems and radar services; diversion; lost procedures |
| VII. Slow Flight and Stalls | Maneuvering during slow flight; power-off and power-on stalls; spin awareness |
| VIII. Basic Instrument Maneuvers | Straight-and-level flight, turns, climbs, and descents by reference to instruments; recovery from unusual flight attitudes |
| IX. Emergency Operations | Emergency descent; emergency approach and landing; systems and equipment malfunctions; emergency equipment and survival gear |
| X. Multiengine Operations | Multiengine flight principles and engine-out procedures, for applicants seeking a multiengine class rating |
| XI. Night Operations | Night preparation and night flying techniques |
| XII. Postflight Procedures | After landing, parking, and securing |
The FAA does not publish how many of the 60 PAR questions fall in each area — any provider who quotes you a per-area count is estimating, not citing. What the ACS does give you is the complete list of what is testable, which is the list above.
What the mechanic tests cover — the Mechanic ACS
The three mechanic knowledge tests are developed in accordance with the Aviation Mechanic General, Airframe, and Powerplant Airman Certification Standards (FAA-S-ACS-1), which the FAA has incorporated by reference into 14 CFR 65.75. Per the FAA’s companion guide to that ACS, each written test is objective multiple-choice with a single correct response per question, and each question is independent — a correct answer on one does not depend on another. The subject areas:
General (AMG) — 12 subject areas, shared by both ratings: Fundamentals of Electricity and Electronics; Aircraft Drawings; Weight and Balance; Fluid Lines and Fittings; Aircraft Materials, Hardware, and Processes; Ground Operations and Servicing; Cleaning and Corrosion Control; Mathematics; Regulations, Maintenance Forms, Records, and Publications; Physics for Aviation; Inspection Concepts and Techniques; Human Factors.
Airframe (AMA) — 15 subject areas: Metallic Structures; Non-Metallic Structures; Flight Controls; Airframe Inspection; Landing Gear Systems; Hydraulic and Pneumatic Systems; Environmental Systems; Aircraft Instrument Systems; Communication and Navigation Systems; Aircraft Fuel Systems; Aircraft Electrical Systems; Ice and Rain Control Systems; Airframe Fire Protection Systems; Rotorcraft Fundamentals; Water and Waste Systems.
Powerplant (AMP) — 13 subject areas: Reciprocating Engines; Turbine Engines; Engine Inspection; Engine Instrument Systems; Engine Fire Protection Systems; Engine Electrical Systems; Engine Lubrication Systems; Ignition and Starting Systems; Engine Fuel Systems; Reciprocating Engine Induction and Cooling Systems; Turbine Engine Air Systems; Engine Exhaust and Reverser Systems; Propellers.
And the boundary, again, because it decides how you budget your preparation: the same ACS also governs the oral and practical tests. The FAA’s rule is that applicants must pass the written tests before taking the oral and practical tests (with a narrow exception at 14 CFR 65.80). The written tests sample knowledge; the O&P, given by a Designated Mechanic Examiner, tests whether you can explain and do the work. Prepare for both — a question bank addresses the first only.
What UAG covers — the FAA’s published topic areas
The FAA’s Become a Certificated Remote Pilot page lists the knowledge areas the UAG test covers for first-time pilots:
- Applicable regulations relating to small unmanned aircraft system rating privileges, limitations, and flight operation
- Airspace classification and operating requirements, and flight restrictions affecting small unmanned aircraft operation
- Aviation weather sources and effects of weather on small unmanned aircraft performance
- Small unmanned aircraft loading and performance
- Emergency procedures
- Crew resource management
- Radio communication procedures
- Determining the performance of small unmanned aircraft
- Physiological effects of drugs and alcohol
- Aeronautical decision-making and judgment
- Airport operations
- Maintenance and preflight inspection procedures
- Operation at night
The underlying standard is the Remote Pilot – Small Unmanned Aircraft Systems Airman Certification Standards (FAA-S-ACS-10B), which the FAA links from that same page and which your AKTR’s ACS codes refer back to. In practice, airspace and sectional-chart reading, weather reports and forecasts, and the operating rules carry the test — but the FAA publishes no per-topic question counts for UAG, and this guide will not invent any.
The passing standard, explained
Each test in this guide passes at a score of 70, as the FAA’s Testing Matrix publishes it.
Your result comes to you as an Airman Knowledge Test Report (AKTR) showing your score and the codes for the knowledge areas in which you were found deficient. Two consequences follow from how the FAA structures these reports:
- A pass is not a clean bill of health. The FAA’s pilot guidance confirms that passing candidates receive the same deficiency information as failing candidates. If you passed PAR with weather codes on your report, your instructor is required to review those areas with you — and your practical-test examiner can ask about them. Read a passing AKTR as a to-do list, not a trophy.
- A fail comes with a map. The codes on a failed AKTR identify the standard elements to restudy before a retest, and the retest rules below require evidence that you did. The fastest retake is the one where the same codes do not appear twice.
One more structural point: these are percent-style scores on independent questions, not adaptive tests. The mechanic companion guide states the format plainly — objective multiple-choice, a single correct response for each question, each question independent of the others. Answer everything; a question left blank cannot be right, and no question’s answer unlocks another’s.
Fees and registration, step by step
What the test costs. PSI — the FAA’s official testing partner — publishes the FAA airman knowledge-test fee as $175.00 per test (its published voucher price, plus applicable tax). The fee is per test, per attempt: a both-ratings mechanic applicant testing General, Airframe, and Powerplant should budget the fee three times, and a retest is a new fee. Vendor pricing can change, so confirm the current fee when you schedule. There is no separate FAA fee for the knowledge test itself.
The sequence, in order:
- Get your FAA Tracking Number (FTN). If you do not already have one, create a profile in the FAA’s Integrated Airman Certification and Rating Application (IACRA) system before taking a knowledge test. Your FTN is printed on your Airman Knowledge Test Report and follows your application through the system.
- Secure your authorization, if your test requires one. PAR: instructor endorsement or pilot-school graduation certificate. Mechanic tests: Form 8610-2, an authenticated AMTS document, or a military Certificate of Eligibility. UAG: none required.
- Schedule with PSI. FAA airman knowledge tests are scheduled through PSI and taken at FAA-approved knowledge testing centers. The FAA’s Airman Testing page links to the scheduling service and to the FAA’s published sample knowledge tests.
- Bring the right identification. The Testing Matrix requires government-issued identification carrying your photo, date of birth, signature, and physical residential address (the matrix lists the acceptable forms for U.S. citizens, resident aliens, and non-U.S. citizens, and the address-verification documents accepted when your ID lacks an address). Bring your authorization document as well — the proctor scans and verifies the documents you present.
- Take the test and keep your AKTR. Your score report is issued at the testing center. Guard it: it is your proof of passing, its codes drive your next study steps, and for remote pilot applicants its 17-digit exam ID is what you enter in IACRA. (For tests taken on or after January 13, 2020, the FAA directs applicants who have lost an AKTR to PSI for a duplicate.)
- Then take your path’s next step. PAR passers continue flight training toward the practical test inside the validity window below. Mechanic passers apply for the oral and practical tests. UAG passers file Form 8710-13 in IACRA and await the TSA vetting confirmation email.
Retakes and score validity
Retest rules differ by test — the Testing Matrix is the authority, and it is specific:
- PAR (and pilot tests generally). After a failure, you must submit the failed AKTR and present an endorsement from an authorized instructor who gave you additional training and has determined you proficient to pass. Your instructor must also review the deficient areas shown on the report. There is no separate waiting period stated in the Matrix for PAR beyond obtaining that endorsement.
- Mechanic tests (AMG / AMA / AMP). After a failure, you must submit the failed AKTR before retesting. A 30-day waiting period applies unless you present a signed statement from an airman holding the certificate and rating you seek, certifying that they gave you additional instruction in each subject you failed and consider you ready to retest — with that statement, no 30-day wait is required.
- UAG. Retesting requires a 14-day waiting period after a failure, and you must submit the failed AKTR to the testing center before retesting. No instructor endorsement is required.
- Score validity — pilots. The FAA’s guidance is explicit: a satisfactorily completed knowledge test expires 24 calendar-months after the month it was taken. If the practical test is not satisfactorily completed in that period, another knowledge test must be taken. Schedule PAR with your checkride timeline in view, not in isolation.
- Remote pilot currency is not a retest. Once certificated, a remote pilot stays current by completing an FAA online recurrent training course within the previous 24 calendar months — the FAA lists the Part 107 Small UAS Recurrent course (ALC-677) at no cost (a companion course, ALC-515, serves remote pilots who also hold a current Part 61 flight review). Letting currency lapse means completing the online training; it does not mean retaking UAG.
Test day
- Arrive with documents in hand. Government-issued ID meeting the Matrix requirements, plus your authorization document where your test requires one. The proctor scans and verifies identification and authorization documents during processing — a missing endorsement or an ID without a residential address is a preventable lost appointment.
- Your only reference in the room is the FAA’s. The testing center provides the testing supplement for your test (FAA-CT-8080-2H for PAR and UAG; FAA-CT-8080-4G for the mechanic tests) — the figures and charts the questions point to. Expect the center’s rules on personal items and scratch materials to govern everything else; the proctor’s instructions are the authority on site.
- Pace against the real clock. PAR and UAG: 60 questions in 2 hours is two minutes a question — comfortable until a chart or calculation question takes five. Airframe and Powerplant: 100 questions in 2 hours is 72 seconds a question — a genuinely different test of pacing. On every test, remember validation questions may be mixed in and the clock covers them too. Flag, move, return.
- Results are immediate. You leave with your AKTR — score plus deficiency codes. What you do with those codes in the following week matters more than the score itself, whichever side of 70 you landed on.
How to study for these exams
The ACS is the syllabus — for each certificate, the FAA publishes exactly what an applicant must know, and the knowledge tests are built from it. A plan built on that structure, per path:
For PAR:
- Study the 61.105 knowledge areas through the ACS. Regulations, accident reporting, the Aeronautical Information Manual, charts and navigation, weather, performance, aerodynamics, systems, and aeromedical factors all trace to Area of Operation I of the ACS — preflight preparation is where the written test lives.
- Drill weather products and charts as skills, not vocabulary. Reading a METAR, a TAF, and a sectional chart under time pressure is a practiced skill; the supplement booklet (FAA-CT-8080-2H) tells you exactly which figures you will be handed.
- Work the calculations by hand until they are boring. Weight and balance, density altitude, crosswind components, and time-speed-distance problems are where prepared candidates collect reliable points and unprepared ones donate them.
- Take the FAA’s sample knowledge test — published on the FAA’s Airman Testing page — to see the real format before your practice begins, not as your practice itself.
For the mechanic tests:
- Sequence General first. It is the shared foundation — electricity, drawings, weight and balance, materials, regulations and records, human factors — and AMTS students may take it as soon as the General curriculum is complete.
- Study subject by subject against the ACS list. Forty subject areas across the three tests is the whole map. The regulation-heavy General subjects (maintenance forms, records, and publications) are concrete and memorizable; bank them early.
- Budget practice for the 100-question pace separately. Airframe and Powerplant are endurance tests at 72 seconds per question. Full-length timed sittings are not optional rehearsal; they are the skill.
- Start O&P thinking while you study the written. Every subject you learn for the knowledge test returns in the oral — and as a hands-on project in the practical. Learning a subject as “how would I explain and do this?” pays twice.
For UAG:
- Live in the sectional chart. Airspace classification, operating requirements, and flight restrictions — read off charts — are the test’s center of gravity for most applicants, and the skill furthest from everyday drone flying.
- Learn to read the weather the FAA reads. Aviation weather sources — reports, forecasts, and the effects of weather on small UAS performance — reward applicants who practice decoding real products.
- Treat the operating rules as numbers to know cold. Privileges, limitations, and flight-operation rules under Part 107 are concrete: altitudes, speeds, visibility, and conditions. They are the most directly memorizable points on the test.
- Do not study for a flight test that does not exist. There is no practical flying test on the first-time UAG path — the knowledge test, the IACRA application, and TSA vetting are the whole gate.
PassProfessor’s Part 107 program is available now, built section-by-section on these same published standards — see the live Part 107 Exam Prep program and the Part 107 Exam Guide. The FAA Exam Prep program page shows the coverage for all three paths — the Private Pilot and Aviation Mechanic sections are in the works there, and the notify list there will email you when those sections open.
Frequently asked questions
How many questions are on the private pilot written test? 60 questions in 2 hours, with a passing score of 70, per the FAA Airman Knowledge Testing Matrix (revised September 25, 2026). The test code is PAR, and the testing center provides supplement FAA-CT-8080-2H for the figures and charts questions reference.
I read that the private pilot test allows two and a half hours. Which is right? Two hours. Older FAA materials listed a longer allotment, but the FAA’s current Testing Matrix (revised September 25, 2026) lists PAR at 2.0 hours, and the FAA’s information page for private pilot airplane applicants states that its testing-service assessment set the PAR time at 120 minutes. Plan your pacing for 120 minutes.
How old do I have to be to take the PAR test — and to get the certificate? At least 15 to take the knowledge test, per the FAA’s private pilot knowledge-test guidance. At least 17 to hold the private pilot certificate, per the FAA’s Become a Pilot guidance. You also need both a knowledge test and a practical (flight) test for the certificate.
How long is a passing PAR score valid? 24 calendar-months after the month you took the test. If the practical test is not satisfactorily completed within that window, the FAA requires another knowledge test.
How many tests are there for the A&P, and how many questions? Three knowledge tests for applicants seeking both ratings: General (60 questions), Airframe (100), and Powerplant (100) — each 2 hours, each passing at 70. Applicants for a single rating take General plus that rating’s test.
Do the A&P knowledge tests make me a mechanic? No. The FAA requires written, oral, and practical exams, on top of the schooling or experience eligibility. The oral and practical tests are administered by an FAA Designated Mechanic Examiner and involve hands-on projects. The knowledge tests come first — the FAA’s rule is that you pass the written tests before the oral and practical tests, with a narrow exception at 14 CFR 65.80.
How do I qualify to take the mechanic knowledge tests? Through an FAA-certificated Aviation Maintenance Technician School (graduation, or documented completion of the General curriculum for the General test), through documented practical experience (18 months for one rating, 30 months concurrent for both, military experience included), authorized by Form 8610-2, an authenticated school document, or a military Certificate of Eligibility. You must also be at least 18 and fluent in English to be certificated.
How many questions are on the Part 107 test, and what do I need to pass? 60 questions in 2 hours, passing score 70 — test code UAG, Unmanned Aircraft General – Small, per the FAA Testing Matrix. No instructor endorsement is required to take it.
How old do I have to be for a Part 107 certificate? At least 16 to hold the Remote Pilot Certificate, and able to read, speak, write, and understand English, in a physical and mental condition to safely fly a drone, per the FAA’s Become a Certificated Remote Pilot page. The Testing Matrix permits taking the UAG test itself at 14.
What happens after I pass the UAG test? You complete FAA Form 8710-13 in IACRA, entering the 17-digit Knowledge Test Exam ID from your test report — it can take up to 48 hours from the test date for the test to appear in IACRA. The FAA then completes a TSA security background check and emails you instructions to print a temporary remote pilot certificate from IACRA; the permanent certificate is mailed once FAA processing completes.
How much does an FAA knowledge test cost? PSI, the FAA’s official testing partner, publishes the fee as $175.00 per test (plus applicable tax). It is charged per test and per attempt — three mechanic tests mean three fees, and a retest means a new fee. Confirm the current figure when you schedule, as vendor pricing can change.
If I fail, how soon can I retest? It depends on the test. UAG requires a 14-day waiting period after a failure. The mechanic tests require a 30-day wait unless you present a signed statement from a certificated mechanic holding your sought rating that they gave you additional instruction in each failed subject and consider you ready. Pilot tests like PAR require the failed test report plus an instructor endorsement after additional training. In every case you must bring the failed Airman Knowledge Test Report.
Is the Part 107 recurrent training another exam? No. Currency is maintained by completing an FAA online recurrent training course within the previous 24 calendar months — the FAA lists the Part 107 Small UAS Recurrent course (ALC-677) at no cost. It is online training, not a proctored knowledge test, and it does not require returning to a testing center.
Are real FAA test questions available anywhere? The FAA publishes sample knowledge tests — linked from its Airman Testing page — so applicants can see the format. It does not publish its live question banks, and the full item banks are not public. Preparation built on the published ACS, like the program this guide accompanies, teaches the standard the questions are drawn from; material claiming to be the actual current test should be treated with suspicion.
Disclaimer
PassProfessor is an independent exam-preparation provider and is not affiliated with, sponsored by, or endorsed by the Federal Aviation Administration (FAA) or PSI. This guide is general information about the FAA knowledge tests, current as of October 2026; the FAA’s official publications — the Airman Knowledge Testing Matrix, the Airman Certification Standards, and the FAA’s testing and UAS pages — govern if anything here differs from them. Nothing in this guide is flight instruction, maintenance instruction, or a substitute for training with an authorized instructor or at an FAA-certificated school.