Type Rating Cost in 2026
By Renzo Madueño, CPL · Last updated May 2026 · 17 min read
A jet type rating costs $16,000 to $36,000 in 2026 when self-funded. The Boeing 737 and Airbus A320 are the most expensive and most career-portable. The Cessna Citation CJ family is the cheapest entry to single-pilot jet ops. Most regional airline pilots earn their first type rating through airline-paid new-hire training in exchange for a 1-3 year training bond. This guide breaks down current pricing for every major type rating (737, A320, Citation, Phenom, E-Jet, CRJ, PC-12, King Air), explains the ATP-CTP requirement, compares self-funded vs airline-paid pathways, and walks through financing options through Sallie Mae, Meritize, and Stratus. Sources: 14 CFR 61.156 (ATP-CTP), CAE and FlightSafety published programs, airline new-hire training data.
$25K-$35K
737 / A320 Self-Funded
$16K-$25K
Citation CJ (cheapest jet)
4-7 wks
Initial Training Duration
1-3 yrs
Airline Training Bond
TL;DR — The Quick Answer
Jet type ratings cost $16,000-$36,000 self-funded in 2026. The 737 and A320 are at the top of the range; the Citation CJ is at the bottom. Most regional airlines pay the cost in exchange for a 1-3 year training bond.
Should you self-fund? For most pilots, no — wait for an airline to pay. Self-funding makes sense if you are career-changing into aviation, targeting a specific operator that prefers type-rated applicants, or you are a King Air / Citation owner-pilot.
First-time jet pilots also need ATP-CTP ($3,500-$5,500) before taking the ATP written. Most airline new-hire programs bundle ATP-CTP with the type rating. See our ATP certificate cost guide for the full ATP picture.
1. Type Rating Cost by Aircraft (Self-Funded 2026)
Self-funded type rating costs for the most popular jet and turboprop type ratings. These prices are for initial type ratings at major training providers; airline new- hire training of equivalent quality is paid by the airline in exchange for a training bond.
Boeing 737NG (-700/-800/-900)
$25,000 - $35,000Includes: Ground school, FFS (full-flight sim) training, LOFT (line-oriented flight training), checkride
Most common large transport type rating. Strong job market means many pilots earn the rating through airline new-hire training rather than self-fund.
Boeing 737 MAX
$26,000 - $36,000Includes: MAX-specific differences training (MCAS, displays), full sim coursework, checkride
Differences training only if you already hold the 737NG type. Initial type rating includes both NG and MAX time at most providers.
Airbus A320 family (A319/A320/A321)
$23,000 - $32,000Includes: Ground school, FBW (fly-by-wire) familiarization, FFS training, LOFT, checkride
Airbus type ratings are particularly portable globally. Strong demand from low-cost and legacy carriers worldwide. Differences training between A319/A320/A321 minimal once rated on family.
Cessna Citation (CE-525 family: CJ/CJ2/CJ3/CJ4)
$16,000 - $25,000Includes: Ground school, FFS training, checkride. CE-525 single-pilot type rating possible.
Single-pilot type rating option for owner-pilots. Citation Mustang and CJ series popular for charter and owner-flown ops. Differences training between CJ variants is short.
Embraer Phenom 100/300
$18,000 - $28,000Includes: Ground school, FFS, checkride. Single-pilot rating available for Phenom 100/300.
Popular for owner-pilots and charter. Embraer offers in-house training at Melbourne, FL facility. Single-pilot rating is a major value driver.
Embraer E170/E175
$18,000 - $28,000Includes: ATP-CTP if first jet, ground, FFS, LOFT, checkride
Most commonly earned through regional airline new-hire training (SkyWest, Republic, Mesa, Envoy). Self-funded route uncommon — most pilots go through airline training pipeline.
Bombardier CRJ-700/900
$20,000 - $30,000Includes: ATP-CTP if first jet, ground, FFS, LOFT, checkride
Earned through regional carrier hiring (SkyWest, GoJet, PSA). Aging fleet but still operates substantial regional schedules in North America.
Pilatus PC-12 (single-engine turboprop)
$12,000 - $20,000Includes: Ground school, FFS or PCATD training, in-aircraft training, checkride
Single-pilot type rating standard. Popular for owner-pilots, fractional ops (PlaneSense), and charter. Lower cost than jet types but still significant.
King Air 350 / B300
$14,000 - $22,000Includes: Ground school, FFS training, checkride. Most King Airs require no type rating (under 12,500 lbs), but the 350 and Super King Air do.
Popular owner-operator and corporate aircraft. Differences training between B200 and B300 series.
2. ATP-CTP — The Required First-Jet Add-On
ATP-CTP (Air Transport Pilot Certification Training Program) became mandatory in 2014 under 14 CFR 61.156. You must complete it before taking the ATP written knowledge test, and before earning your first jet type rating after holding only a Commercial Multi-Engine certificate. It covers high-altitude operations, automation, CRM, and stall recovery.
| Component | Cost | Notes |
|---|---|---|
| ATP-CTP Course Tuition | $3,500 - $5,500 | Required before first ATP knowledge test attempt. 30 hours ground + 10 hours sim (6 in FFS). Bundled in most airline new-hire training. |
| ATP Written Exam | $175 | Required after ATP-CTP. Combined with type rating training at airline programs. |
| Type Rating Itself | Varies by aircraft ($16K-$36K) | Includes ground, FFS, LOFT, checkride. Combined with ATP-CTP becomes 'ATP-CTP + Type'. |
| Total: ATP-CTP + 737/A320 Type | $25,000 - $40,000 | The full cost to go from CMEL/IRA to airline-ready in your first jet type if self-funded. |
Pass the ATP written first. Many type rating providers require ATP knowledge test completion before starting training. The All-5 Exam Bundle ($39) covers ATP plus PPL, IFR, Commercial, and Part 107 for 60 days. De-risk with Pass Guarantee Pro. Most candidates also study with an ASA ATP Test Prep and a current FAR/AIM.
3. Self-Funded vs Airline-Paid Type Rating
The strategic question every commercial pilot faces: pay $25K-$35K out of pocket to walk into airline applications type-rated, or wait for an airline to pay it and accept a 1-3 year training bond. For most pilots, the airline-paid path is the right financial choice.
| Factor | Self-Funded | Airline-Paid |
|---|---|---|
| Out-of-Pocket Cost | $23,000 - $35,000+ | $0 (paid by airline) |
| Hiring Likelihood | May reduce time-to-FO slot at low-supply airlines | You wait for hire; airline pays after they hire you |
| Training Bond / Repayment | None (you own it) | 1-3 year bond ($20K-$40K repayment if you leave early) |
| Pilot Pipeline Programs | United Aviate (some paths), Delta Propel, partner schools | Most regional airlines, Spirit, Frontier, JetBlue (varies) |
| Reverification Required | Every 12 months (Part 121) | Every 12 months (paid by airline as ongoing training) |
| Resale / Career Mobility | Rating travels with you, useful for next job | Rating expires if you leave Part 121 ops for extended period |
4. What Drives Your Type Rating Cost
Six variables explain most of the $16K-$36K range in type rating pricing. Optimize each to control your spend.
Aircraft Type
Massive ($10K+ difference)A Citation CJ type is $16K-$25K. A 737 MAX type is $26K-$36K. Larger, more complex aircraft = more sim time = higher cost.
Provider Choice
$3,000 - $8,000CAE and FlightSafety command premium pricing. Smaller providers (Higher Power Aviation, regional simulator schools) can be 20-30% cheaper for the same type.
ATP-CTP Required?
$3,500 - $5,500First-time type rating after CMEL requires ATP-CTP before the ATP written. Subsequent type ratings do not need ATP-CTP.
Failed Checkride
$3,000 - $8,000Sim retraining + checkride retake at jet type rating costs significantly more than re-flying a single-engine checkride. Some providers include one retake; many do not.
Location & Travel
$1,500 - $4,000Travel, lodging for 4-7 weeks at training facility (DFW, Atlanta, Denver, Wichita most common). Some providers offer training apartments at reduced rates.
Visa / International Pilot
$2,000 - $5,000Non-US citizens require TSA AFSP screening ($130) plus M-1 visa for training-only entry. Adds time and cost.
5. Financing a Type Rating
$25K-$35K is hard to write a check for. Major aviation-specific lenders and standard personal loan products cover the gap. Many type rating providers have direct relationships with these lenders.
Self-Pay (Cash / Savings)
Pay out of pocket. Common if you have substantial savings or career-change funds.
No debt, no interest, no employment commitment.
$23K-$35K is hard to assemble outright.
Sallie Mae Career Training Loan
Available for accredited training providers including major flight schools and some type rating programs.
Large loan amounts, deferred payment options.
Interest accrues during training. Rates 7-13%.
Meritize Aviation Career Loans
Aviation-specific lender, partners with many type rating providers.
Designed for aviation training, fast approval.
Interest 8-14%. Co-signer may be required.
Stratus Financial
Specialized aviation training lender. Offers fixed-rate loans up to $100K.
Aviation focus, competitive rates.
Origination fees. Underwriting can be selective.
Airline-Paid (After Hire)
Most regional airlines and many low-cost carriers pay for type rating after offering employment.
Zero out-of-pocket cost.
1-3 year training bond. Must commit to airline. Repayment if you leave early.
Personal Loan / Home Equity Line
Bank or credit union unsecured personal loan, or HELOC if you own a home.
Lower interest if good credit (5-9%).
May not cover full type rating cost.
What's Actually In Type Rating Training
A jet type rating is not flight school. By the time you arrive you are an experienced commercial pilot with a Commercial Multi-Engine Instrument certificate. Type rating training assumes that foundation and focuses on aircraft-specific systems, automation, and operational procedures. Five distinct components.
1. Ground School (1-3 weeks)
Aircraft systems study covering hydraulics, electrical, pneumatics, fuel, pressurization, anti-ice, avionics, autopilot, FMS, and limitations. Modern ground school combines computer-based training (CBT), classroom instruction, and cockpit familiarization in a fixed-base or cockpit procedures trainer (CPT). For the Boeing 737 and Airbus A320, ground school typically runs 2-3 weeks at major providers. Smaller and simpler aircraft (Citation CJ, Phenom 100/300) may compress ground to 1-2 weeks.
2. Full-Flight Simulator Training (2-4 weeks)
Most of the cost of a type rating goes into full-flight simulator (FFS) time. A Level D FFS — the highest fidelity classification — replicates the aircraft so accurately that FAA-approved training can be entirely simulator- based with no actual aircraft time required for the rating. FFS sessions typically run 4 hours each and include normal procedures, emergency procedures (engine failure on takeoff, single-engine landings, fires, depressurization, hydraulic failures, electrical failures), instrument approaches to minimums, missed approaches, and crew coordination. CAE and FlightSafety operate FFS centers globally for the major transport aircraft types. Many candidates supplement at home with a desktop sim setup — a Honeycomb Bravo throttle quadrant paired with X-Plane or MSFS is a popular way to drill flows and memory items between sim sessions.
3. LOFT (Line-Oriented Flight Training)
Line-Oriented Flight Training simulates an actual airline flight from gate to gate in the FFS, with realistic weather, ATC, dispatch communications, and emergencies introduced unpredictably. LOFT bridges the gap between maneuver- focused FFS training and the operational reality of line flying. Crew Resource Management (CRM), Threat and Error Management (TEM), and pilot monitoring (PM) skills are evaluated. LOFT typically occupies 1-2 sessions near the end of the type rating training.
4. Checkride (Type Rating Practical Exam)
The practical exam is conducted in the FFS by an FAA-designated examiner (DPE/APE) or by a check airman with type-rating examiner authority. It consists of a comprehensive oral exam (1-3 hours) covering systems, limitations, regulations, and procedures, followed by a simulator practical (2-4 hours) that tests normal and emergency procedures, instrument approaches, and crew coordination. Pass rates for well-prepared candidates exceed 90% on the first attempt. A failed checkride means additional sim time and a retest, typically adding $3,000-$8,000 to your total cost.
5. IOE (Initial Operating Experience)
Initial Operating Experience is the line training conducted in the actual aircraft with a check airman after the type rating practical exam. For airline- paid type ratings, IOE is part of the new-hire training and is included in the airline's training program. For self-funded type ratings, IOE may or may not be included depending on the provider and your subsequent employment. Self- funded type ratings without IOE leave you type-rated on paper but without recent aircraft time — verify what your provider includes before signing.
Recurrent Training Costs (Self-Funded Pilots)
A type rating is not a one-time expense. Under Part 121 operations, recurrent training is required every 12 months and includes ground school refresher, FFS sessions covering normal and emergency procedures, and a proficiency check (PC) or line check (LC). For airline pilots, recurrent training is paid by the airline as ongoing training. For self-funded type holders flying corporate or charter operations under Part 91 or Part 135, recurrent costs are the operator's responsibility for crew members — or your own responsibility if you fly your own aircraft.
Typical annual recurrent training costs at major providers run $3,500-$8,500 per year per type rating, depending on aircraft complexity and provider. CAE and FlightSafety dominate this market with established programs for every major transport aircraft type. If you let your type rating lapse without recurrent training, regaining currency typically requires a full type rating refresher ($8,000-$15,000) rather than a simple checkride retest.
The 12-month recurrent cycle and the cost it represents is one reason most pilots do not self-fund type ratings unless they have a specific operational use case. Airline-paid type ratings include lifetime currency maintenance as long as you remain employed at the operator. Once you leave airline employment, currency must be maintained out of pocket or the rating becomes effectively non-current.
7. Frequently Asked Questions
How much does a type rating cost?
Should I self-fund a type rating or wait for an airline to pay?
What is the cheapest jet type rating?
How long does a type rating take?
What is ATP-CTP and do I need it before a type rating?
Does an airline-paid type rating require a training bond?
Can I finance a type rating?
Do I need a separate type rating for the 737 MAX and 737NG?
What happens at a type rating checkride?
Pass the ATP Written First
Before any type rating, you need the ATP knowledge test. Rotate covers ATP plus PPL, IFR, Commercial, and Part 107 with 1,800+ practice questions and detailed explanations.
Related Guides
ATP Certificate Cost
The ATP certificate that often comes with type
Commercial Pilot License Cost
The certificate you need before type
Multi-Engine Rating Cost
Required before any jet type rating
Regional Airline Pay 2026
Where your first jet type usually lives
How to Get Hired at Delta
Pathway to the legacy majors
Airline Cadet Programs
Funded paths to airline cockpits
Sources & How to Verify
ATP-CTP requirement drawn from 14 CFR 61.156 (effective 2014). Type rating pricing reflects 2026 published rates from CAE, FlightSafety International, SimCom Training Centers, Embraer Service Centers, and Pilatus Business Aircraft. Regional airline training bond practices reflect publicly disclosed contract terms at SkyWest, Republic, Mesa, Envoy, GoJet, PSA, Endeavor, and Piedmont as of 2025-2026. Pricing and bond terms change; always confirm directly with each provider or carrier before making commitments.