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Per-rating costA320 / 737 type ratingCost figures last verified: June 2026

Type Rating Cost in 2026: A320, 737, and the One Thing Most Cost Pages Get Wrong

A self-sponsored A320 or 737 type rating costs $15,000 to $40,000 in the US in 2026. But here is the part most cost pages bury: the typical career-track US pilot pays nothing, because the airline funds the type rating inside new-hire training. This page covers when a type rating is required under 14 CFR 61.31, the real self-sponsored price by aircraft, how the type rating differs from the ATP-CTP prerequisite, and the narrow cases where paying for your own rating is the right call.

As of 2026, a self-sponsored A320 or 737 type rating in the US costs $15,000 to $40,000, with simulator-only 737 programmes starting around $10,000 to $20,000 before base training and examiner fees. Most US airline pilots pay nothing out of pocket because regional and major airlines fund the type rating as part of new-hire training. A type rating is required under 14 CFR 61.31 to act as PIC of any aircraft over 12,500 lb or any turbojet.

See the full career-pilot cost stack for where the type rating sits in the PPL-to-airline path, and the ATP certificate page for the separate ATP-CTP prerequisite.

Self-sponsored (A320/737)$15K to $40KSim-only 737 from $10K-$20K
Airline-hired pilot$0 out of pocketFunded in new-hire training
Required when>12,500 lb or jet14 CFR 61.31
ATP-CTP prerequisite$5K to $7KSeparate course, often self-funded

What a type rating is, and when you actually need one

A type rating is an aircraft-specific qualification added to a pilot certificate, authorising the holder to act as pilot in command of one particular type of aircraft. Unlike a class rating (single-engine land, multi-engine land), a type rating is granted for an exact model: a 737 type rating, an A320 type rating, a Citation type rating. Each is earned through aircraft-specific ground school and full-flight simulator training, ending in a type-rating checkride.

Under 14 CFR 61.31, a type rating is required for two categories of aircraft: any aircraft with a maximum takeoff weight over 12,500 pounds, and any turbojet-powered aircraft regardless of weight. That means every airliner (737, A320, regional jets), every business jet (Citation, Phenom, Gulfstream), and large turboprops over the weight threshold require a type rating. A piston twin or a King Air 90 does not, because it is below 12,500 pounds and not a turbojet. For the career-track pilot, the first type rating is the moment the training stops being generic and starts being about one specific airliner.

The honest answer: in the US, the airline usually pays

The most useful thing to know about type rating cost is that the typical US career-track pilot never pays for one directly. When a pilot is hired by a regional airline (SkyWest, Republic, Endeavor, PSA, Envoy) or a major (American, Delta, United, Southwest), the type rating is funded as part of initial new-hire training. The pilot shows up with an ATP certificate and the airline trains them onto the specific aircraft at company cost. This is the standard US model, and it is the reason self-sponsored type ratings are far less common in the US than in regions where pay-to-fly is normal.

The cost the airline absorbs is real, which is why airline-funded type ratings almost always come with a training contract: a 12-to-36-month employment commitment with a prorated repayment clause if the pilot leaves early. The pilot does not pay cash for the rating; they commit time. For a pilot weighing the cost of an airline career, the correct mental model is that the type rating is a deferred, time-paid cost rather than a $30,000 cash line item.

Self-sponsored cost by aircraft

When a pilot does pay for a type rating themselves, the price depends on the aircraft, the training centre, and how much is included. The figures below are aggregated from US training-provider published pricing in 2026. Treat the lower numbers as simulator-and-ground-only and the higher numbers as closer to all-in.

Type ratingSelf-sponsored costTypical lengthNotes
Boeing 737 (NG / MAX)$10,000 to $30,0004 to 6 weeksSim-only programmes from $10K-$20K (about 24 sim hours per crew). Base training and examiner fees often quoted separately.
Airbus A320 family$15,000 to $40,0004 to 6 weeksComparable to the 737. Western-provider pricing trends to the upper half of the band.
Embraer E-Jet (E170/175/190)$15,000 to $35,0004 to 6 weeksCommon regional-jet rating; most holders earn it airline-funded at a regional.
Cessna Citation (business jet)$15,000 to $30,0002 to 3 weeksPart 142 centres (FlightSafety, CAE). Corporate flight departments often require the rating as a hiring condition.

Pricing aggregated from US training-provider published rates, June 2026. Always confirm whether a quote is all-in or simulator-and-ground-only, and whether base training and FAA examiner fees are included, before comparing programmes.

Type rating vs ATP-CTP: two costs people confuse

The type rating is not the same as the ATP-CTP, and conflating them produces wrong budgets. The ATP-CTP (Airline Transport Pilot Certification Training Program) is an FAA-mandated prerequisite under 14 CFR 61.156: roughly 30 hours of ground school and 10 hours of simulator time that a pilot must complete before taking the ATP knowledge test. In 2026 it runs about $5,000 to $7,000 across providers (ATP Flight School and CAE around $5,500 to $6,500) and is frequently self-funded, though many regionals now sponsor it for new hires.

The type rating is the aircraft-specific training that comes after. In practice, the first type rating is often issued at the same checkride as the ATP certificate, so a pilot can finish the ATP and the 737 (or A320) type rating in one event. But the ATP-CTP is the generic gateway you pay for once, while a type rating is earned per aircraft type. A pilot who later moves from a 737 operator to an A320 operator needs a new type rating (again, usually airline-funded) but does not repeat the ATP-CTP.

See the ATP certificate cost page for the full ATP-CTP and 1,500-hour math.

When self-sponsoring a type rating is worth it

For the standard regional-then-major career path, self-sponsoring a type rating is rarely the right financial move: you would be paying $15,000 to $40,000 for something an airline will provide free once you are hired. The cases where it does make sense are narrow and specific:

  • A conditional job offer that requires it. Some corporate and fractional operators (business-jet flight departments) hire pilots on the condition that they arrive with the relevant type rating in hand. Here the rating is the price of the job.
  • Corporate and Part 135 pathways. Outside the airline new-hire pipeline, smaller operators are less likely to fund a rating, so self-sponsoring can open a door that would otherwise stay shut.
  • A specific competitive edge with a clear payback. If holding the rating materially shortens time-to-hire at a target employer and you have done the math, it can pay back. Most pilots do not, and overpay.

The standing risk: a self-funded type rating without a job lined up can go stale. If you are not hired within 6 to 12 months, currency lapses and you may need a refresher before a checkride, adding cost on top of the original outlay. The industry consensus is to let the airline pay unless a guaranteed offer specifically requires you to bring the rating with you.

Common type rating cost questions

How much does a type rating cost in 2026?+
A self-sponsored A320 or 737 type rating in the US runs roughly $15,000 to $40,000 depending on the training centre, the aircraft, and how much is included. Simulator-only 737 programmes start around $10,000 to $20,000 for ground school plus about 24 hours of full-flight simulator time, but base training (the actual aircraft takeoffs and landings) is often quoted separately. The important caveat: most US airline pilots never pay this. Regional and major airlines fund the type rating inside new-hire training, so the realistic out-of-pocket cost for the typical career-track pilot is zero.
When is a type rating actually required?+
Under 14 CFR 61.31, a type rating is required to act as pilot in command (or as a required pilot flight crewmember) of two categories of aircraft: any aircraft with a maximum takeoff weight over 12,500 pounds, and any turbojet-powered aircraft regardless of weight. That captures airliners like the Boeing 737 and Airbus A320, business jets like the Cessna Citation, and larger turboprops over the weight threshold. A King Air 90 or a piston twin does not need a type rating because it is under 12,500 pounds and not a turbojet.
Do airlines pay for your type rating?+
In the US, yes, almost always. If you are hired by a regional like SkyWest or Republic or a major like American or Delta, the airline pays for your type rating because it is baked into your initial new-hire training. This is the standard US model and the reason self-sponsored type ratings are far less common here than in parts of Europe and Asia. The trade-off when the airline pays is usually a training contract: a 12-to-36-month employment commitment with a prorated repayment clause if you leave early.
What is the difference between the ATP-CTP and a type rating?+
They are two separate things and pilots routinely confuse them. The ATP-CTP (Airline Transport Pilot Certification Training Program) is an FAA-mandated prerequisite under 14 CFR 61.156: 30-plus hours of ground school and 10 hours of simulator time you must complete before you can take the ATP knowledge test. It typically costs $5,000 to $7,000 and is often self-funded (some regionals sponsor it). The type rating is the aircraft-specific qualification for one particular type (737, A320). The first type rating is frequently issued at the same time as the ATP certificate, but the ATP-CTP is the generic gateway course, while the type rating is the aircraft-specific training that follows.
Should I pay for my own type rating before getting hired?+
Usually no. A self-funded type rating without a conditional job offer that explicitly requires it is a risky $15,000-to-$40,000 bet. Two specific cases justify it: a corporate or fractional flight department that requires the rating as a hiring condition, and certain pathways where holding the rating opens a door that would otherwise stay closed. If you pass a type rating but are not hired within 6 to 12 months, currency lapses and you may need a refresher before a checkride, adding cost. The standard advice across the industry is to let the airline pay unless you have a guaranteed job offer that specifically requires you to arrive with the rating in hand.
What is included in a type rating course, and what is not?+
A typical type rating course includes ground school on the specific aircraft systems, full-flight simulator sessions (a 737 programme is around 24 hours per crew), and the type-rating checkride in the simulator. What is frequently excluded from the advertised price: base training (actual aircraft landings, where required), FAA examiner fees, travel and lodging at the training centre, and any required line-oriented flight training. Always confirm whether the quoted figure is the all-in number or the sim-and-ground-only number before comparing two programmes.
How long does a type rating take?+
A self-sponsored A320 or 737 type rating typically runs 4 to 6 weeks of full-time training from ground school start to checkride. Airline-funded new-hire training that includes the type rating is usually a similar length but is paid time, scheduled by the airline, and bundled with company indoctrination and operating-procedures training. The ATP-CTP prerequisite (if not already held) adds roughly 5 to 7 days on top.

Primary sources

  1. 14 CFR 61.31 - Type rating requirements, additional training, and authorization. FAA / eCFR, accessed June 2026. https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-A/section-61.31
  2. 14 CFR 61.156 - Training requirements: Airline transport pilot certificate (ATP-CTP). FAA / eCFR, accessed June 2026. https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61/subpart-G/section-61.156
  3. Become an Airline Transport Pilot (ATP). Federal Aviation Administration, accessed June 2026. https://www.faa.gov/pilots/become
  4. Type Rating: requirements, cost, and process. Wayman Aviation Academy, accessed June 2026. https://wayman.edu/what-is-a-type-rating-and-when-is-it-required/
  5. Boeing 737 Type Rating Cost. Las Vegas Flight Academy, accessed June 2026. https://www.lasvegasflightacademy.com/boeing-737-type-rating-cost/
  6. ATP-CTP Course Cost (2026 price guide). Simulator Center Training (provider aggregate), accessed June 2026. https://simulatorcentertraining.com/2026/02/26/how-much-does-it-cost-to-get-an-atp-cpt/