How to become an aircraft mechanic: the complete A&P license guide (2026).

↳ Schools · exams · cost · GI Bill · career outlook

What is an A&P certificate?

An A&P certificate is an FAA-issued credential under 14 CFR Part 65 that authorizes you to perform maintenance, repair, and inspections on civil aircraft in the United States. It has two ratings — Airframe and Powerplant — which can be earned separately or together.

The Airframe rating covers the aircraft structure, fuel systems, hydraulics, landing gear, and instruments. The Powerplant rating covers the engines, propellers, and associated systems. Most certificate holders earn both ratings — when someone says they have “their A&P,” that almost always means both. Aircraft mechanics with only one rating are uncommon in industry and significantly limited in what work they can sign off on. The certificate has no expiration date, but the FAA requires you to have performed work on aircraft within the previous 24 months to exercise its privileges. Once earned, the A&P opens the door to roles at airlines, MROs, corporate flight departments, general aviation shops, and aircraft manufacturers.

What are the two paths to becoming an aircraft mechanic?

You can earn your A&P certificate by completing a 14- to 24-month FAA Part 147 school program, or by documenting 18 months of practical experience for a single rating (30 months for both) under 14 CFR 65.77. Most new entrants take the school path; military veterans with qualifying aviation maintenance experience commonly take the 65.77 path.

The Part 147 school path is structured and predictable. You enroll in an FAA-certificated Aviation Maintenance Technician School, complete a defined curriculum of 1,900 hours (400 general + 750 airframe + 750 powerplant), and the school authorizes you to sit for the FAA exams. This is the path for most new entrants because it's faster than self-directed experience accumulation and because many employers prefer school graduates for entry-level positions.

The 14 CFR 65.77 experience path works on the other end: you accumulate documented practical experience working on aircraft under the supervision of certificated mechanics, then have your experience verified by an FAA inspector or Designated Mechanic Examiner before sitting for the exams. Common sources of qualifying experience include military aviation maintenance (Air Force 2A, Navy AM/AD/AE/AT/AS, Army 15-series, Coast Guard AMT, Marine Corps 6000-series), on-the-job training at Part 145 repair stations, and work at flight schools or general aviation shops under a certificated mechanic. The 65.77 path is dominant for military veterans because their service time directly counts toward eligibility — see our military-to-civilian path guide for documentation specifics. If you'd rather earn a wage while you train, browse our DOL-registered apprenticeship programs.

What FAA exams do I need to pass for my A&P?

You must pass three exam types for each rating: a written knowledge test (computer-based, 70% to pass), an oral exam with a Designated Mechanic Examiner, and a hands-on practical exam. For both Airframe and Powerplant, that's three writtens followed by a combined oral and practical session — typically one full day per rating.

Written exams

Three separate computer-based knowledge tests: General (covers the basics common to both ratings), Airframe, and Powerplant. Each exam contains 60 multiple-choice questions and you have 2 hours to complete each. Required passing score is 70%. Tests are administered at PSI/Lasergrade testing centers nationwide. Cost is $150–$175 per exam. Standard study materials include the FAA AMT General/Airframe/Powerplant Handbooks (free PDFs at faa.gov), Advisory Circular 43.13-1B/2B, and commercial prep courses from Dauntless Aviation, ASA, or Gleim Aviation.

Oral exams

A Designated Mechanic Examiner (DME) — an FAA-authorized examiner — will ask you questions face-to-face about aircraft systems, regulations, and maintenance procedures. Typically 30–60 minutes per rating. You're expected to demonstrate understanding of why things work the way they do, not just memorize facts. Common topics include FAR Part 43, 91, and 145; airworthiness directives; weight and balance; sheet metal repair principles; and basic aerodynamics.

Practical exams

Hands-on demonstration of maintenance tasks assigned by the DME. You'll perform actual work — safety wiring, riveting, cylinder compression checks, magneto timing, electrical troubleshooting, structural repairs — and explain your process. Plan for a full day per rating. The DME selects tasks from the FAA's Aviation Mechanic General/Airframe/Powerplant Practical Test Standards. Most candidates pass on the first attempt with proper school or experience-based preparation.

How long does it take to become an A&P mechanic?

Part 147 school programs run 14 to 24 months. Accelerated private schools complete the curriculum in about 14–16 months; community colleges typically take 20–24 months. The 14 CFR 65.77 experience path requires a minimum of 30 months of documented work for both ratings, plus exam scheduling time.

For the school path, the variable is program intensity and your enrollment schedule:

• Accelerated private schools (14–18 months) — full-time, 5 days/week, year-round. Schools like Spartan College and Embry-Riddle's AMT program operate on this model.
• Mid-tier private schools (18–22 months) — full-time with traditional semester breaks. Aviation Institute of Maintenance and Pittsburgh Institute of Aeronautics fit here.
• Community college programs (20–24 months) — typically aligned with the academic year and may run only 4 days/week or include general education requirements. Lansing Community College, Cincinnati State, and Tulsa Community College are examples.

For the 65.77 path, the 30-month minimum is the regulatory floor for both ratings. In practice the timeline is often longer because exam scheduling, documentation review, and DME availability add weeks or months. Military veterans with relevant aviation MOSs can typically complete the 65.77 path in 30–36 months from separation if they pursue it actively.

After passing all exams, the FAA issues the temporary certificate immediately and the permanent certificate arrives within 90 days.

How much does it cost to become an A&P mechanic?

Total cost ranges from $17,000 to $45,000 via the Part 147 school path, depending on the school tier — community colleges sit at the lower end and accelerated private schools at the upper end. The 14 CFR 65.77 experience path costs roughly $1,500 to $2,500 since you typically earn while learning.

Part 147 school path: $17,000–$45,000 total

Costs vary significantly by school tier:

Community college Part 147 programs ($15,000–$22,000 tuition)

Public community colleges are the most affordable Part 147 option. Examples include Lansing Community College, Cincinnati State Technical and Community College, and Tulsa Community College. Programs typically run 20–24 months. Best fit for students who can attend full-time without needing accelerated completion.

Mid-tier private Part 147 programs ($22,000–$32,000 tuition)

Schools like Aviation Institute of Maintenance, Pittsburgh Institute of Aeronautics, and Tulsa Welding School's aviation programs sit in this range. Programs typically run 18–22 months with newer facilities and faster cohort scheduling than community colleges.

Accelerated and specialized Part 147 programs ($32,000–$45,000+ tuition)

Schools like Spartan College of Aeronautics and Technology and Embry-Riddle Aeronautical University's AMT program sit at the upper end. Programs run 14–18 months with stronger industry recruiting relationships, often included tools, and dedicated career services.

Tools and materials: $1,000–$3,000

Most schools require students to purchase their own basic tool set during the program. Some schools include a starter toolkit in tuition; many do not. Minimum required: 3/8-drive socket set, torque wrench, safety wire pliers, calipers, multimeter, basic hand tools. See the exact tools your school requires.

FAA exam fees

Retest fees apply per exam if you fail.

Hidden costs to budget for

• Aviation textbooks beyond what the school provides — $200–$500
• Travel to DME for oral/practical exams — $100–$500 depending on distance
• Lost income during full-time accelerated programs — often the largest hidden cost
• Tool kit expansion as you specialize — typical working mechanic spends $5,000–$15,000 on tools over a career

14 CFR 65.77 experience path: $1,500–$2,500 total

The experience path eliminates tuition because you're working, not enrolled. Total out-of-pocket cost:

• Written exam fees: $450–$525
• Oral & practical fees: $600–$1,200
• Study materials and prep courses: $200–$500
• Documentation and verification overhead: $0–$300

The trade-off is time — at minimum 30 months for both ratings — versus 14–24 months for the school path.

Can I use the GI Bill for A&P school?

Yes. The Post-9/11 GI Bill (Chapter 33), Montgomery GI Bill (Chapter 30), and Chapter 31 Vocational Rehabilitation cover most VA-approved Part 147 schools. The Post-9/11 GI Bill also provides a monthly housing allowance (BAH) based on the school's ZIP code.

The Post-9/11 GI Bill is the most generous option for most veterans, covering full in-state tuition at public schools, up to a yearly cap at private schools (see the VA's annual rate update for the current cap), plus a books and supplies stipend and monthly BAH. Chapter 31 Vocational Rehabilitation often covers more than Chapter 33 if you qualify, including tools and specialized equipment.

To verify a school's VA approval, look for the GI Bill badge on each school's listing in our VA-approved schools directory, or check the VA's WEAMS database directly. Note that not every Part 147 school is VA-approved — and approval can be school-wide or program-specific. State veteran education benefits often stack on top of federal benefits; check with the school's veteran services office during your application process.

What is the career outlook for aircraft mechanics?

Aviation maintenance is in a structural hiring boom. Airlines, MROs, corporate flight departments, and general aviation shops are all competing for certificated mechanics through 2030+. Starting salaries range from $50,000 to $70,000, with experienced mechanics earning $80,000 to $110,000+ and senior airline AMTs clearing $140,000+ at top of scale.

The hiring shortage is driven by three converging factors: a wave of retirements as the post-deregulation hiring generation reaches age 65, sustained growth in commercial fleets, and a multi-year gap in new A&P certificates issued. The Bureau of Labor Statistics projects employment of aircraft and avionics equipment mechanics will grow 4% from 2024 to 2034 — about average, but the hiring shortage is not driven primarily by growth, it's driven by net replacement demand.

Pay varies significantly by employer type:

• Regional airlines and small MROs — typically $25–$35/hour starting, growing to $35–$45/hour with experience
• Major airlines (Delta, United, American, Southwest) — start in the $28–$32/hour range, scale to $55–$58/hour at top of scale (12+ years), plus license premiums, shift differentials, and profit sharing. Top-of-scale total compensation often exceeds $180,000/year.
• Cargo carriers (FedEx, UPS) — historically the highest A&P pay in the industry
• Corporate and Part 91/135 flight departments — varies widely; senior corporate mechanics often earn $90K–$130K with better quality of life than airline line maintenance. See the Part 91/135 employer directory.
• Defense contractors and OEMs — generally pay closer to MRO rates but with strong benefits packages

For a full breakdown of pay by carrier and state, see our Aircraft Mechanic Salary in 2026 article — it covers BLS data, regional pay scales, and how to negotiate.

Beyond wrench-turning, the A&P certificate is a foundation credential. After three years of holding it you become eligible for the Inspection Authorization (IA), which expands your signing authority and pay potential significantly. The A&P also opens doors to quality assurance, technical writing, FAA inspector positions, engineering support, and management roles.