Special Inspections on the A&P Oral: AM.II.D.K5 Explained

October 25, 2026 · Primary sources checked October 25, 2026

Special inspections, also called conditional inspections, are used to determine if damage to the aircraft structure has occurred when something out of the ordinary care and use of an aircraft could possibly affect its airworthiness. For the airframe and powerplant (A&P) oral and practical (O&P), explain the triggering event, the areas the source identifies, and why the aircraft maintenance manual controls the actual inspection. Rehearse the explanation with a study partner before meeting the designated mechanic examiner (DME).

FAA-H-8083-30B, General (2023) — printed 10-12, PDF 388; Special Inspections

What does AM.II.D.K5 actually say?

In the Federal Aviation Administration (FAA) Aviation Mechanic Airman Certification Standards (ACS), the exact knowledge element is “AM.II.D.K5 Special inspections.” The FAA’s Frequently Missed Knowledge Test ACS Codes, 2nd Quarter CY25, lists this code for the Aviation Maintenance Technician Airframe (AMA) knowledge test at 79.53% missed for July 1, 2024, through June 30, 2025. The percentage is a knowledge-test statistic for the stated report period, not an O&P failure rate or a prediction of your questions.

FAA-S-ACS-1 (November 1, 2021) — printed 25, PDF 30; II. Airframe, Subject D · Frequently Missed Knowledge Test ACS Codes — 2nd Quarter, CY25 — printed 1 (single-page report), PDF 1; AMA row; report period

See the report context

Open the AM.II.D.K5 element page

How could you say it to the DME?

Study wording in your own voice, not a script to recite: “A special inspection is a conditional inspection after an unusual event that could affect airworthiness.” “I follow the detailed aircraft maintenance manual procedures, because the handbook’s areas are general and not all-inclusive.” “For example, a special inspection is performed after a landing known to exceed the design landing weight, or after a rough landing even below that weight.”

FAA-H-8083-30B, General (2023) — printed 10-12, PDF 388; Special Inspections · FAA-H-8083-30B, General (2023) — printed 10-14, PDF 390; Special Inspections · FAA-H-8083-30B, General (2023) — printed 10-14, PDF 390; Hard or Overweight Landing Inspection

O&P study: keep the aircraft instructions controlling

Always follow the detailed procedures in the aircraft maintenance manual when performing these inspections; the handbook’s procedures are general and not all-inclusive. If the manual does not adequately address the situation, the handbook says to seek advice from maintenance technicians highly experienced with it. AC 43.13-1B’s stated scope covers nonpressurized areas of civil aircraft only when manufacturer repair or maintenance instructions are absent. The AC adds that its repair data may also be used as approved data when the user has determined it is appropriate to the product being repaired, it is directly applicable to the repair being made, and it is not contrary to manufacturer’s data. This oral study guide supplies no aircraft-specific inspection limits or release-to-service authorization.

FAA-H-8083-30B, General (2023) — printed 10-14, PDF 390; Special Inspections · AC 43.13-1B, Change 1 — printed unnumbered cover, PDF 1; Purpose · AC 43.13-1B, Change 1 — printed unnumbered cover, PDF 1; Purpose 1a–c

Hard or overweight landing: structure and landing gear

Landing stress depends on both gross weight and the severity of impact, and it is hard to judge whether a landing was severe enough to cause structural damage, so a special inspection is performed after a rough landing even when the aircraft did not exceed the design landing weight. The hard landing inspection is for hard landings at or below the maximum design landing limits; an overweight landing inspection must be performed when an airplane lands at a weight above the maximum design landing weight. The handbook identifies wrinkled wing skin and fuel leakage at riveted seams, and other possible damage at spar webs, bulkheads, nacelle skin and attachments, firewall skin, and wing and fuselage stringers. If damage is found, a more extensive inspection and alignment check may be necessary.

FAA-H-8083-30B, General (2023) — printed 10-14, PDF 390; Hard or Overweight Landing Inspection

AC 43.13-1B paragraph 9-11 says landing-gear support trusses should be inspected for cracked welds, sheared bolts and rivets, and buckled structures. Paragraph 9-11 also says wheels and tires should be inspected for cracks and cuts, and upper and lower wing surfaces for wrinkles, deformation, and loose or sheared rivets. If damage is found, paragraph 9-11 recommends a detailed inspection. The Airframe handbook says a landing-gear retraction test may be necessary after a hard or overweight landing; consult the manufacturer’s maintenance manual for all required retraction tests and inspection points. For the retraction test, the aircraft is properly supported on jacks.

AC 43.13-1B, Change 1 — printed 9-9, PDF 429; 9-11 Special Inspections · FAA-H-8083-31B, Airframe (2023) — printed 13-28, PDF 759; Landing Gear Retraction Test

Severe turbulence or over-G: follow the load path

After severe turbulence, the handbook calls for a special inspection emphasizing upper and lower wing surfaces for excessive buckles or wrinkles with permanent set. Where wrinkles have occurred, the handbook’s general procedure is to remove a few rivets and examine the rivet shanks to determine if the rivets have sheared or were highly loaded in shear; use the aircraft manual’s detailed procedure. Through accessible openings, inspect spar webs to the tip for buckling, wrinkles, and sheared attachments, and inspect for buckling around the nacelles and in the nacelle skin, particularly at the wing leading edge. A sizable fuel leak may indicate overloads broke sealant and opened seams. If the gear was down during the event, inspect surrounding surfaces for loose rivets, cracks, or buckling, and the wheel well for further indications. Inspect fuselage skin for diagonal wrinkles, and the empennage and its attachment area for wrinkles, buckling, or sheared attachments. If excessive damage is noted in the identified areas, the inspection must continue until all damage is detected.

FAA-H-8083-30B, General (2023) — printed 10-14, PDF 390; Severe Turbulence Inspection/Over “G” · FAA-H-8083-30B, General (2023) — printed 10-14, PDF 390; Severe Turbulence Inspection/Over “G”; rivet shanks · FAA-H-8083-30B, General (2023) — printed 10-15, PDF 391; Severe Turbulence continuation · FAA-H-8083-30B, General (2023) — printed 10-16, PDF 392; Severe Turbulence conclusion

Other conditions listed in the handbook

• Lightning strike: the aircraft is carefully inspected to determine the extent of any damage. Damage is likely to be minimal or nonexistent where the current passes through good conductors such as aluminum or steel, but burning and more serious damage could occur in non-metallic structures, such as a fiberglass radome or a composite structure that does not have built-in electrical bonding. Visual inspection of the structure is required; look for evidence of degradation, burning, or erosion of the composite resin at all affected structures, electrical bonding straps, static discharge wicks, and null field dischargers.
• Bird strike: inspect the external areas in the general area of the strike; if that initial inspection shows structural damage, the internal structure must be inspected as well. Also inspect the hydraulic, pneumatic, and any other systems in the area of the bird strike.
• Fire or intense heat: visible damage requires repair or replacement, but absence of visible damage does not establish structural integrity.
• Flood: totally submerged parts are completely disassembled, thoroughly cleaned, dried, and treated with corrosion inhibitor; all traces of water and salt must be removed before the aircraft can again be considered airworthy.
• Seaplanes: they must be carefully inspected for corrosion and conditions that promote corrosion; inspect bilge areas for waste hydraulic fluids, water, dirt, drill chips, and other debris. Because seaplanes often encounter excessive stress from rough water at high speeds, also inspect for loose rivets and other fasteners; stretched, bent or cracked skins; damage to the float attach fitting; and general wear and tear on the entire structure.
• Aerial application aircraft: corrosive chemicals and the flight profile affect inspection needs; landing gear and related items require frequent inspections, and air filters can obstruct more rapidly.

FAA-H-8083-30B, General (2023) — printed 10-16, PDF 392; Lightning Strike · FAA-H-8083-30B, General (2023) — printed 10-16, PDF 392; Bird Strike · FAA-H-8083-30B, General (2023) — printed 10-16, PDF 392; Fire Damage · FAA-H-8083-30B, General (2023) — printed 10-16, PDF 392; Flood Damage · FAA-H-8083-30B, General (2023) — printed 10-16, PDF 392; Seaplanes · FAA-H-8083-30B, General (2023) — printed 10-16, PDF 392; Aerial Application Aircraft

Practice an explanation out loud

DMEReady is an artificial intelligence (AI) voice examiner for the A&P oral: you answer out loud in your phone or computer browser, and it asks follow-up questions the way a designated mechanic examiner (DME) would. It is an AI examiner, not a human DME; it rehearses the oral and does not train hands-on practical skills. The first drill is free, with no sign-up, and the session report shows what you covered, what you missed, what a complete answer includes, and where to read in the FAA handbooks. DMEReady is independent and is not affiliated with or endorsed by the FAA.

Related guides

• Broader airframe inspection questions
• Inspection concepts and techniques

For fee planning, read the DME exam cost guide.

Primary sources

• AC 43.13-1B, Change 1
• FAA-S-ACS-1 (November 1, 2021)
• FAA-H-8083-31B, Airframe (2023)
• FAA-H-8083-30B, General (2023)
• Frequently Missed Knowledge Test ACS Codes — 2nd Quarter, CY25

About this guide: drafted with AI from the FAA sources listed on this page and checked claim by claim against them. Not reviewed by an A&P mechanic or DME. How we make our guides