FAA Repairman Certificate Light-Sport
Aircraft (LSA) Inspection–Airplane Practice
Exam 2026 | Verified Questions, Answers &
Rationales
FAA REPAIRMAN CERTIFICATE LIGHT-SPORT AIRCRAFT (LSA) INSPECTION–
AIRPLANE PRACTICE EXAM 2026
DOCUMENT OVERVIEW
• This practice exam contains 200 verified questions covering all major topics tested
on the FAA Repairman Certificate exam for Light-Sport Aircraft, designed to prepare
candidates for successful certification.
• Study this material by reviewing each question, attempting the answer before
checking the correct response, and carefully reading the rationale to understand
the reasoning behind FAA regulations and best inspection practices.
EXAM QUESTIONS
1. When inspecting an aircraft fabric for damage, what is the primary concern
if small tears are found in the fabric?
A) The fabric will immediately deteriorate and require replacement B) Moisture and
dirt can enter through the tears and cause internal corrosion C) The aircraft will
lose all structural integrity D) The fabric will make the aircraft heavier E) The tears
will spread during flight due to air pressure
CORRECT ANSWER: B) Moisture and dirt can enter through the tears and cause
internal corrosion
RATIONALE: Small tears in aircraft fabric are serious because they allow moisture
and contaminants to penetrate the structure. Once inside, moisture can cause
corrosion of internal components, particularly aluminum and steel parts. This is
why prompt repair of any fabric damage is mandatory. While small tears don't
immediately compromise structural integrity, they must be sealed before the
,aircraft can return to service. The FAA requires inspection and repair of all fabric
damage to prevent progressive deterioration and internal corrosion.
2. Which type of corrosion is most commonly found on aluminum aircraft
structures?
A) Exfoliation corrosion B) Intergranular corrosion C) Pitting corrosion D) Galvanic
corrosion E) Stress corrosion
CORRECT ANSWER: C) Pitting corrosion
RATIONALE: Pitting corrosion is the most common type found on aluminum
aircraft structures. It appears as small pits or holes in the surface of the aluminum
and is caused by the breakdown of the protective oxide layer in localized areas. This
type of corrosion is particularly problematic because it can progress rapidly and
create stress concentration points that weaken the structure. LSA inspectors must
carefully examine aluminum surfaces for signs of pitting, as this corrosion can
undermine structural integrity if not caught and treated early.
3. What is the correct procedure for checking aircraft fabric condition using
the fabric punch test?
A) Strike the fabric with a rubber hammer to test for brittleness B) Use a special
punch tool to penetrate the fabric at a 90-degree angle to measure penetration
depth C) Apply pressure with a fingernail to see if the fabric tears easily D) Use a
wire brush to rub the fabric and observe discoloration E) Soak a small section in
water to test for water absorption
CORRECT ANSWER: B) Use a special punch tool to penetrate the fabric at a 90-
degree angle to measure penetration depth
RATIONALE: The fabric punch test is a standardized inspection method used to
evaluate the condition and strength of aircraft fabric. A special punch tool is applied
perpendicular to the fabric surface with a specific force. The depth of penetration
indicates the fabric's condition—deeper penetration indicates weaker, more
deteriorated fabric. This test is quantifiable and approved by the FAA for
,determining whether fabric meets airworthiness standards. The standard requires
that fabric must maintain sufficient strength to safely contain aerodynamic loads
during flight.
4. When inspecting fasteners on an LSA, which of the following is NOT
acceptable?
A) Torqued bolts with safety wire installed B) Self-locking nuts that have been
installed and removed multiple times C) Rivets that have been properly installed
with correct spacing D) Bolts installed with split pins through the bolt holes E)
Aircraft-grade stainless steel fasteners in corrosion-prone areas
CORRECT ANSWER: B) Self-locking nuts that have been installed and removed
multiple times
RATIONALE: Self-locking nuts (such as nylon-insert locknuts) lose their locking
ability after being installed and removed multiple times. The nylon insert becomes
deformed and cannot reliably prevent loosening. FAA regulations prohibit the reuse
of self-locking nuts after they have been removed from an aircraft. These nuts must
be replaced with new ones during reassembly. Using a previously-used self-locking
nut creates a safety hazard because the fastener could loosen in flight, potentially
leading to component failure or loss of structural integrity.
5. What is the minimum inspection interval for an LSA with a special
airworthiness certificate in the light-sport category?
A) Every 12 months or 100 flight hours, whichever occurs first B) Every 24 months
or 200 flight hours, whichever occurs first C) Every 12 months regardless of flight
hours D) Every 100 flight hours regardless of months E) As determined by the
manufacturer's inspection schedule
CORRECT ANSWER: A) Every 12 months or 100 flight hours, whichever occurs
first
RATIONALE: The FAA requires Light-Sport Aircraft with special airworthiness
certificates to undergo inspection at least every 12 months or 100 flight hours,
, whichever comes first. This inspection requirement is more frequent than those for
general aviation aircraft and reflects the FAA's enhanced focus on the safety of
sport pilots and passengers. The repairman must ensure that no aircraft is flown
beyond these inspection intervals. Documentation of all inspections must be
maintained in the aircraft records.
6. During an inspection, you notice that the fuselage has wrinkles in the skin
forward of the wing root. What does this typically indicate?
A) Minor cosmetic damage that requires no repair B) Possible compression failure
or overstress of the fuselage structure C) Normal aging of the aircraft that occurs
over time D) Excessive paint application causing the skin to buckle E) Moisture
accumulation under the skin that requires drying
CORRECT ANSWER: B) Possible compression failure or overstress of the
fuselage structure
RATIONALE: Wrinkles in the fuselage skin indicate buckling or compression failure
of the structure, which suggests that the aircraft has experienced stresses
exceeding design limits. This is a serious condition that compromises the structural
integrity of the fuselage. The area must be thoroughly inspected for cracks,
disbonding, or permanent deformation. Depending on the extent of damage, major
repairs may be required. The aircraft should not be returned to service until the
cause of the overstress is determined and the damage is properly repaired
according to the manufacturer's specifications or approved repair procedures.
7. What is the correct interval for replacing the engine oil in a Light-Sport
Aircraft engine?
A) Every 25 hours or at the manufacturer's recommendation, whichever is less B)
Every 50 hours or annually, whichever comes first C) Every 100 hours or every two
years, whichever comes first D) Oil changes are only required during annual
inspections E) Every flight operation to ensure maximum performance
CORRECT ANSWER: B) Every 50 hours or annually, whichever comes first
Aircraft (LSA) Inspection–Airplane Practice
Exam 2026 | Verified Questions, Answers &
Rationales
FAA REPAIRMAN CERTIFICATE LIGHT-SPORT AIRCRAFT (LSA) INSPECTION–
AIRPLANE PRACTICE EXAM 2026
DOCUMENT OVERVIEW
• This practice exam contains 200 verified questions covering all major topics tested
on the FAA Repairman Certificate exam for Light-Sport Aircraft, designed to prepare
candidates for successful certification.
• Study this material by reviewing each question, attempting the answer before
checking the correct response, and carefully reading the rationale to understand
the reasoning behind FAA regulations and best inspection practices.
EXAM QUESTIONS
1. When inspecting an aircraft fabric for damage, what is the primary concern
if small tears are found in the fabric?
A) The fabric will immediately deteriorate and require replacement B) Moisture and
dirt can enter through the tears and cause internal corrosion C) The aircraft will
lose all structural integrity D) The fabric will make the aircraft heavier E) The tears
will spread during flight due to air pressure
CORRECT ANSWER: B) Moisture and dirt can enter through the tears and cause
internal corrosion
RATIONALE: Small tears in aircraft fabric are serious because they allow moisture
and contaminants to penetrate the structure. Once inside, moisture can cause
corrosion of internal components, particularly aluminum and steel parts. This is
why prompt repair of any fabric damage is mandatory. While small tears don't
immediately compromise structural integrity, they must be sealed before the
,aircraft can return to service. The FAA requires inspection and repair of all fabric
damage to prevent progressive deterioration and internal corrosion.
2. Which type of corrosion is most commonly found on aluminum aircraft
structures?
A) Exfoliation corrosion B) Intergranular corrosion C) Pitting corrosion D) Galvanic
corrosion E) Stress corrosion
CORRECT ANSWER: C) Pitting corrosion
RATIONALE: Pitting corrosion is the most common type found on aluminum
aircraft structures. It appears as small pits or holes in the surface of the aluminum
and is caused by the breakdown of the protective oxide layer in localized areas. This
type of corrosion is particularly problematic because it can progress rapidly and
create stress concentration points that weaken the structure. LSA inspectors must
carefully examine aluminum surfaces for signs of pitting, as this corrosion can
undermine structural integrity if not caught and treated early.
3. What is the correct procedure for checking aircraft fabric condition using
the fabric punch test?
A) Strike the fabric with a rubber hammer to test for brittleness B) Use a special
punch tool to penetrate the fabric at a 90-degree angle to measure penetration
depth C) Apply pressure with a fingernail to see if the fabric tears easily D) Use a
wire brush to rub the fabric and observe discoloration E) Soak a small section in
water to test for water absorption
CORRECT ANSWER: B) Use a special punch tool to penetrate the fabric at a 90-
degree angle to measure penetration depth
RATIONALE: The fabric punch test is a standardized inspection method used to
evaluate the condition and strength of aircraft fabric. A special punch tool is applied
perpendicular to the fabric surface with a specific force. The depth of penetration
indicates the fabric's condition—deeper penetration indicates weaker, more
deteriorated fabric. This test is quantifiable and approved by the FAA for
,determining whether fabric meets airworthiness standards. The standard requires
that fabric must maintain sufficient strength to safely contain aerodynamic loads
during flight.
4. When inspecting fasteners on an LSA, which of the following is NOT
acceptable?
A) Torqued bolts with safety wire installed B) Self-locking nuts that have been
installed and removed multiple times C) Rivets that have been properly installed
with correct spacing D) Bolts installed with split pins through the bolt holes E)
Aircraft-grade stainless steel fasteners in corrosion-prone areas
CORRECT ANSWER: B) Self-locking nuts that have been installed and removed
multiple times
RATIONALE: Self-locking nuts (such as nylon-insert locknuts) lose their locking
ability after being installed and removed multiple times. The nylon insert becomes
deformed and cannot reliably prevent loosening. FAA regulations prohibit the reuse
of self-locking nuts after they have been removed from an aircraft. These nuts must
be replaced with new ones during reassembly. Using a previously-used self-locking
nut creates a safety hazard because the fastener could loosen in flight, potentially
leading to component failure or loss of structural integrity.
5. What is the minimum inspection interval for an LSA with a special
airworthiness certificate in the light-sport category?
A) Every 12 months or 100 flight hours, whichever occurs first B) Every 24 months
or 200 flight hours, whichever occurs first C) Every 12 months regardless of flight
hours D) Every 100 flight hours regardless of months E) As determined by the
manufacturer's inspection schedule
CORRECT ANSWER: A) Every 12 months or 100 flight hours, whichever occurs
first
RATIONALE: The FAA requires Light-Sport Aircraft with special airworthiness
certificates to undergo inspection at least every 12 months or 100 flight hours,
, whichever comes first. This inspection requirement is more frequent than those for
general aviation aircraft and reflects the FAA's enhanced focus on the safety of
sport pilots and passengers. The repairman must ensure that no aircraft is flown
beyond these inspection intervals. Documentation of all inspections must be
maintained in the aircraft records.
6. During an inspection, you notice that the fuselage has wrinkles in the skin
forward of the wing root. What does this typically indicate?
A) Minor cosmetic damage that requires no repair B) Possible compression failure
or overstress of the fuselage structure C) Normal aging of the aircraft that occurs
over time D) Excessive paint application causing the skin to buckle E) Moisture
accumulation under the skin that requires drying
CORRECT ANSWER: B) Possible compression failure or overstress of the
fuselage structure
RATIONALE: Wrinkles in the fuselage skin indicate buckling or compression failure
of the structure, which suggests that the aircraft has experienced stresses
exceeding design limits. This is a serious condition that compromises the structural
integrity of the fuselage. The area must be thoroughly inspected for cracks,
disbonding, or permanent deformation. Depending on the extent of damage, major
repairs may be required. The aircraft should not be returned to service until the
cause of the overstress is determined and the damage is properly repaired
according to the manufacturer's specifications or approved repair procedures.
7. What is the correct interval for replacing the engine oil in a Light-Sport
Aircraft engine?
A) Every 25 hours or at the manufacturer's recommendation, whichever is less B)
Every 50 hours or annually, whichever comes first C) Every 100 hours or every two
years, whichever comes first D) Oil changes are only required during annual
inspections E) Every flight operation to ensure maximum performance
CORRECT ANSWER: B) Every 50 hours or annually, whichever comes first
