Airplane mechanics work for airlines, maintenance contractors, the military, and aircraft manufacturers — not in repair shops like car mechanics do

An airplane mechanic's job is to inspect, repair, and maintain aircraft. The work happens in hangars, on tarmacs, and in maintenance facilities, not roadside shops. Most airplane mechanics work for one of four types of employers: commercial airlines (United, Delta, Southwest), third-party maintenance companies that contract with airlines, the U.S. military and Department of Defense, or aircraft manufacturers like Boeing or Airbus. A smaller number work for cargo operators, charter services, or regional carriers.

The path to this work requires a Federal Aviation Administration (FAA) certification called an Airframe and Powerplant (A&P) license. You cannot legally perform most maintenance tasks on commercial aircraft without it. Getting certified typically takes 18 to 24 months of full-time training at an FAA-approved school, followed by passing written, oral, and practical exams. Some people earn the license through on-the-job training at an airline over several years, though this route is less common now.

Key Takeaways

  • The FAA Airframe and Powerplant (A&P) license is required to work as an airplane mechanic on commercial aircraft, and you earn it through an FAA-approved school or, rarely, on-the-job training.
  • Airlines, military bases, maintenance contractors, and aircraft manufacturers are the main employers; each has different hiring processes and shift patterns.
  • Entry-level mechanics typically start at regional carriers or maintenance contractors before moving to major airlines, where pay and benefits are higher.
  • The job involves shift work, including nights and weekends, and requires passing a background check and medical clearance.
  • Mechanics can specialize in engines, hydraulics, avionics, or structural work, and specialization often leads to higher pay.

What the FAA A&P License Requires

The FAA Airframe and Powerplant license has two parts: the Airframe (A) rating covers the aircraft structure, and the Powerplant (P) rating covers engines. Most mechanics earn both, though some specialize in one. To sit for the exams, you must complete at least 1,900 hours of training at an FAA-approved Part 147 school, or accumulate 5,000 to 10,000 hours of on-the-job experience under a mechanic already licensed (this path is uncommon and takes years).

The school route costs between $30,000 and $50,000 depending on the program and location. Programs run full-time for 18 to 24 months and cover aircraft systems, maintenance procedures, regulations, and hands-on work in labs with real aircraft or simulators. After graduation, you take three FAA exams: a written test, an oral exam with an FAA inspector, and a practical test where you demonstrate actual repair and inspection skills on aircraft components.

Once licensed, you must renew your certificate every 24 months by working at least 1,000 hours in the previous two years or by taking a recurrent training course. The license itself does not expire, but you cannot legally work without meeting these renewal requirements.

Airlines and Regional Carriers

Major airlines (United, American, Delta, Southwest) and regional carriers (SkyWest, Republic, Endeavor) hire the most airplane mechanics. Major airlines typically pay more and offer better benefits, but they hire fewer entry-level mechanics. Most entry-level positions go to people with prior military experience or those who worked at smaller carriers first.

Regional carriers and low-cost airlines often hire newly licensed mechanics directly. The pay is lower than major airlines — roughly $25 to $35 per hour to start — but the work is steady and you build experience. After two to five years at a regional carrier, you can transfer to a major airline, where pay jumps to $40 to $60 per hour or more depending on seniority and specialization.

Airlines post openings on their careers pages and through aviation job boards like AviationJobs.com and Linkedin. You will need a valid passport, a clean background check, and a medical clearance. Most airlines require you to work rotating shifts, including nights, weekends, and holidays.

Military and Defense Contractor Positions

The U.S. Air Force, Navy, and Army all employ airplane mechanics at bases worldwide. Military mechanics maintain fighter jets, transport aircraft, and helicopters. The work is similar to civilian maintenance, but military aircraft have different systems and security requirements. You do not need an FAA A&P license to work as a military mechanic — the military trains and certifies you internally — but having one can help you advance faster or transition to civilian work later.

Military positions offer stable employment, good benefits, and a pension after 20 years. Pay starts lower than civilian airlines but includes housing, food, and healthcare. You must pass a security clearance, which takes several months. Defense contractors like Lockheed Martin, Northrop Grumman, and Raytheon also hire mechanics to maintain military aircraft at bases and in the field; these jobs typically require an FAA license and a security clearance.

To find military positions, visit military.com, the official military branch recruitment websites, or contact a recruiter at a local base. Defense contractor jobs are posted on their careers pages and on general job boards.

Maintenance Contractors and Third-Party Repair Shops

Many airlines contract out maintenance work to independent companies. These contractors operate large facilities at major airports and smaller shops in secondary cities. Companies like AAR, Lufthansa Technik, and ST Aerospace hire mechanics to perform scheduled maintenance, repairs, and inspections on aircraft for multiple airlines.

Contractor jobs are often the easiest entry point for newly licensed mechanics. Pay is typically $28 to $40 per hour to start, and you gain experience quickly because you work on many different aircraft types. The downside is less job security — contractors lose contracts or reduce staff when airlines cut maintenance budgets. Shift work is common, and you may travel to different airports or bases for temporary assignments.

These companies post openings on their websites and on aviation job boards. Some offer tuition reimbursement or training programs to help mechanics earn additional certifications in avionics or specialized systems.

Aircraft Manufacturers and Overhaul Facilities

Boeing, Airbus, and Bombardier hire mechanics to build new aircraft and perform major overhauls. Overhaul facilities like Timco Aviation Services and ST Aerospace also employ mechanics to completely rebuild aircraft engines and components. This work is highly specialized and often pays more than airline maintenance — $35 to $55 per hour or higher depending on the role.

Manufacturer and overhaul jobs require an FAA A&P license and sometimes additional certifications in specific systems. The work is steadier than contractor positions because it is not tied to airline schedules, but there are fewer openings overall. These employers post jobs on their careers pages and through aviation job boards.

Building Experience and Moving Up

Most mechanics start at regional carriers, maintenance contractors, or military bases and move to major airlines or manufacturers after gaining two to five years of experience. Seniority matters in aviation maintenance — pay, shift preference, and job security all improve with time at the same employer.

Specialization increases earning potential. Mechanics can focus on engines, hydraulics, avionics (aircraft electronics), or structural work. Avionics specialists often earn the most because the work requires additional training beyond the A&P license. Some mechanics pursue additional FAA certifications in specific aircraft types (Boeing 737, Airbus A320) or systems, which makes them more valuable to employers.

Unions represent mechanics at most major airlines and some contractors. Union membership guarantees pay scales, benefits, and grievance procedures. If you join a union shop, you will pay dues but gain job protection and predictable raises.

Frequently Asked Questions

Do I need military experience to become an airplane mechanic?

No, but it helps. Military experience gives you a head start because you already understand aircraft systems and maintenance procedures. Many newly licensed mechanics without military background start at regional carriers or contractors and move to major airlines after gaining experience.

Can I get an A&P license without attending a school?

Yes, but it takes much longer. You can earn the license through on-the-job training under a licensed mechanic, accumulating 5,000 to 10,000 hours over several years. Most people choose school because it is faster and employers prefer it.

What is the difference between an A&P license and an airframe-only or powerplant-only license?

An A&P license covers both airframe (structure) and powerplant (engines). You can earn just the Airframe (A) or just the Powerplant (P) rating separately, but most employers prefer mechanics with both. Having both makes you more versatile and increases your pay.

Do airplane mechanics travel for work?

Most airline and contractor mechanics work at a home base and do not travel regularly. Military mechanics and defense contractors may be stationed at different bases. Some contractors offer temporary assignments at other airports, which you can choose to accept or decline.

What happens if I let my A&P license expire?

You cannot legally perform maintenance on commercial aircraft. You can renew it by meeting the 1,000-hour work requirement in the previous two years or by taking a recurrent training course. If you have been out of work for a long time, you may need to retrain or take additional exams.