Marine MOS 6112 Helicopter Powerplant Mechanic to Civilian: Complete Career Transition Guide (2025 Salary Data)
Real career options for 6112 Helicopter/Tiltrotor Powerplant Mechanics transitioning to civilian aviation. Includes A&P license pathway, turbine engine careers, defense contractor roles with salaries $58K-$100K+.
Bottom Line Up Front
As a 6112 Helicopter/Tiltrotor Powerplant Mechanic, you've maintained turboshaft engines, turboprop engines (on the Osprey), gearboxes, fuel systems, and engine accessories on some of the most demanding aircraft in military aviation. Your experience with T700, T64, T400, and T406 engine systems translates directly to high-demand civilian turbine engine careers. Realistic first-year salaries range from $58,000-$72,000 with your military experience, hitting $85,000-$105,000+ with an A&P license and turbine specialization. The FAA recognizes your military training, and civilian aviation has a critical shortage of powerplant mechanics—especially those with turbine engine experience. Airlines, helicopter operators, engine overhaul shops, and defense contractors are actively hiring.
Let's address the elephant in the room
You've been told "just get your A&P license" a hundred times. What nobody explains is that powerplant mechanics—especially turbine-qualified mechanics—are the most in-demand specialty in civilian aviation right now.
Here's why: Most civilian A&P schools spend 90% of their time on piston engines (Cessnas, small planes) and maybe 10% on turbine engines. You? You've spent 100% of your time on turbine engines. You've done hot section inspections, compressor washes, fuel control rigging, engine runs, and troubleshooting on engines that power aircraft in combat conditions.
Boeing 737s, Airbus A320s, Bell 407s, Sikorsky S-76s, business jets, cargo aircraft—they all run on turbine engines. And there aren't enough qualified mechanics to maintain them.
The challenge isn't your experience. It's navigating the FAA certification process as a military mechanic and understanding which civilian sectors value turbine experience most (and pay accordingly).
Let's break it down.
Understanding the A&P license pathway for powerplant mechanics
The Airframe and Powerplant (A&P) license is your golden ticket. As a 6112, you're specifically qualified for the Powerplant rating, and most 6112s also qualify for Airframe due to cross-training and general aircraft maintenance duties.
What the FAA requires:
Traditional civilian route: 18 months documented powerplant experience + 18 months airframe experience, OR complete an FAA Part 147 aviation maintenance school (18-24 months, $15,000-40,000).
Your route as a 6112: The FAA accepts military aviation maintenance experience as equivalent. Your time as a 6112 counts as documented powerplant experience. If you've also done general aircraft maintenance, that counts toward airframe.
How to convert your 6112 experience to an A&P:
Step 1: Document your military experience
- Get your NAVMC 10772 (Enlisted Qualification Record) showing 6112 school completion
- Collect training certificates (6112 school, engine-specific courses, T700/T64/T400 training)
- Gather maintenance logbooks or NALCOMIS records showing documented engine maintenance hours
- Request a letter from your maintenance officer documenting your duties and hours
Step 2: Visit your local FSDO (Flight Standards District Office) Schedule an appointment with an FAA inspector to review your documentation. They'll determine if you're eligible to take the A&P exams without attending civilian school.
Most 6112s with 3+ years and 1,500+ documented hours qualify for Powerplant immediately. Many also qualify for Airframe if you've done phase inspections, flight line maintenance, or cross-trained with 6111/6113/6114 mechanics.
Step 3: Take the FAA exams
- Written tests: General, Powerplant (and Airframe if qualified) - $175 per test
- Oral & Practical (O&P) exam: Hands-on demonstration with a Designated Mechanic Examiner (DME) - $500-900
- Total cost: $850-1,400
- Study time: 2-3 months (ASA test prep guides are the gold standard)
Reality check: Some FSDOs are more restrictive than others. If your local FSDO says you need more documented hours, you can work at a civilian MRO for 6-12 months to fill gaps while earning money. Many hire specifically to help veterans get A&P-qualified.
Total timeline: 3-6 months from separation to A&P license in hand.
Best civilian career paths for 6112 powerplant mechanics
Commercial airlines (best pay, benefits, and career growth)
Civilian job titles:
- Powerplant mechanic / engine mechanic
- Line maintenance mechanic (engines and APU)
- Engine shop mechanic
- A&P mechanic (turbine specialization)
- Lead engine mechanic / engine inspector
Salary ranges (2024-2025 data):
- Regional airlines (entry with A&P): $58,000-$68,000
- Major airlines (entry with A&P): $65,000-$78,000
- Major airlines (5 years experience): $85,000-$100,000
- Engine shop lead mechanic: $95,000-$115,000
- Senior mechanics with overtime: $110,000-$140,000+
What translates directly:
- Turbofan and turboprop engine maintenance
- Hot section inspections (HSI)
- Borescope inspections
- Engine rigging and troubleshooting
- Fuel control and fuel nozzle maintenance
- Engine run procedures and operational checks
- Engine component R&R (removal and replacement)
- Compressor washes and FOD inspections
Companies actively hiring:
- Major airlines: United, Delta, American, Southwest, FedEx, UPS, Alaska Airlines
- Regional airlines: SkyWest, Republic, Endeavor, PSA Airlines, Air Wisconsin
- Cargo carriers: Atlas Air, Kalitta Air, ABX Air, Western Global
Certifications needed:
- A&P license (required)
- Airline-specific engine type training (provided by employer—CFM56, GE90, PW4000, etc.)
- Engine run certification (provided by employer)
Reality check: Airlines are desperate for engine mechanics. Boeing projects a need for 132,000 new aviation maintenance technicians globally by 2032, with turbine engine specialists being the hardest to find.
You'll work shift work—nights, weekends, holidays. But the benefits are exceptional: flight privileges for you and family, 401(k) matching, health insurance, pension plans (at some carriers), and union protection.
Overtime is abundant. At major airlines, mechanics routinely bank $25K-50K in overtime annually. During peak travel seasons, you can work as much as you want.
Promotion path is clear: Line mechanic → Lead mechanic → Inspector → Supervisor → Manager.
Best for: 6112s who want stability, excellent benefits, structured pay progression, and long-term career growth.
Engine overhaul and MRO facilities (turbine specialists)
Civilian job titles:
- Turbine engine overhaul technician
- Engine test cell operator
- Engine component repair specialist
- Hot section technician
- Engine inspector (QA)
Salary ranges:
- Entry engine overhaul tech: $55,000-$65,000
- Experienced overhaul mechanic: $70,000-$85,000
- Hot section specialist: $75,000-$90,000
- Engine test cell operator: $70,000-$85,000
- QA inspector / lead: $85,000-$100,000
What translates directly:
- Complete engine teardowns and builds
- Hot section inspection and repair
- Component-level troubleshooting
- Bearing and seal replacement
- Dimensional inspections and tolerances
- Engine test procedures
Companies actively hiring:
- StandardAero: PT6, PW100/150, JT15D, and helicopter engines
- Pratt & Whitney (Raytheon): Military and commercial turbine engines
- GE Aviation: CF34, CF6, GE90 overhaul
- Rolls-Royce: AE, Tay, RB211 engines
- Honeywell Aerospace: T53, T55, TPE331, ALF502 engines
- Turbine Overhaul Services (TOS), Dallas Airmotive, Vector Aerospace
Certifications needed:
- A&P license (required for most positions)
- Engine-specific training (provided by employer)
- Borescope certification (often provided)
- FAA Repairman Certificate (some shops for specialized component work)
Reality check: Engine overhaul shops are detail-oriented, methodical environments. You're not doing quick line maintenance—you're tearing engines down to individual components, measuring clearances to .001", and rebuilding them to zero-time standards.
Work is typically 40-50 hours per week, less shift work than airlines. More stable hours, but also less overtime.
Pay is solid and the work is highly specialized. Once you're trained on specific engine types (PT6, JT8D, CFM56), you become very valuable.
Best for: 6112s who like deep technical work, want regular hours, and prefer shop environments over flight line operations.
Helicopter operators and EMS (rotary-wing turbine engines)
Civilian job titles:
- Helicopter turbine engine mechanic
- Rotary-wing powerplant mechanic
- EMS helicopter mechanic (engine specialist)
- Turboshaft engine technician
Salary ranges:
- Entry helicopter powerplant mechanic: $55,000-$68,000
- EMS helicopter mechanic: $65,000-$78,000
- Experienced turbine specialist: $75,000-$90,000
- Director of Maintenance (small operator): $85,000-$105,000
What translates directly: Everything. You've worked on military helicopter engines (T700, T64, T400)—civilian helicopters use similar or identical engines. Bell 407s use Rolls-Royce 250 engines. UH-60 Blackhawks (civilian versions) use T700s. AW139s use PT6 turboshafts.
Companies actively hiring:
- EMS operators: Air Methods, PHI Air Medical, REACH Air Medical, LifeNet, Med-Trans
- Helicopter services: PHI Inc., Bristow Group, Era Group, Erickson Inc.
- Utility: Helicopter Express, Rotor Blade, Columbia Helicopters
- Tourism: Maverick Helicopters, Papillon, Liberty Helicopters
Certifications needed:
- A&P license (required)
- Helicopter turbine engine experience (you have this)
- Remote operations experience (your deployments count)
Reality check: Helicopter operations are smaller companies with smaller teams. You'll often be the only engine specialist on site, handling everything from troubleshooting to engine changes to inspections.
EMS aviation bases are often in smaller cities and rural areas (helicopters are stationed near hospitals, not major airports). If you're willing to live outside major metros, job availability is high.
Pay is good but not airline-level. However, you're working exclusively on turbine helicopter engines, which many former 6112s prefer over fixed-wing turbofans.
Best for: 6112s who love rotary-wing, want smaller team environments, and prefer hands-on variety over specialized airline work.
Defense contractors (military engine support)
Civilian job titles:
- Powerplant mechanic (contractor)
- Engine field service representative (FSR)
- Turbine engine technician (military aircraft)
- Depot-level engine mechanic
- Engine QA inspector
Salary ranges:
- CONUS contractor engine mechanic: $65,000-$80,000
- OCONUS field service rep: $90,000-$120,000
- Senior FSR (deployed): $110,000-$150,000
- Depot-level engine tech: $70,000-$90,000
What translates directly: You're maintaining the same engines—T700s, T64s, T400s, T406s. You already know the IETM manuals, the troubleshooting procedures, the engine change procedures.
Companies actively hiring:
- GE Aviation: T700 engine support (Apache, Blackhawk, Osprey)
- Pratt & Whitney (Raytheon): T400/T406 Osprey engine support
- Rolls-Royce: T64 engine support (CH-53)
- Honeywell Aerospace: T55 engine support (Chinook)
- AAR Corp, StandardAero, DynCorp, Amentum, VT Group: Multi-platform support
Certifications needed:
- A&P license (preferred but sometimes not required for military aircraft contractor work)
- Security clearance (Secret or higher—you likely have it, major advantage)
- Engine-specific certifications (you already have them from military)
Reality check: Defense contracting pays very well, especially OCONUS. You're embedded with active-duty units or working at depot facilities (MCAS Cherry Point, Corpus Christi, etc.).
Job security is contract-dependent. When contracts end, jobs can disappear. But experienced military engine mechanics rarely stay unemployed—contractors constantly poach talent from each other.
OCONUS deployments mean 12-hour days, 6-7 days per week, often in the same places you deployed to in uniform. But you're making $100K-150K and banking serious money.
Best for: 6112s who want to stay in military aviation, leverage existing clearances, and maximize earning potential through OCONUS work.
Business and corporate aviation
Civilian job titles:
- Corporate jet engine mechanic
- Turbine engine technician (business aviation)
- FBO engine mechanic
- Bizjet A&P mechanic
Salary ranges:
- Entry corporate aviation mechanic: $58,000-$70,000
- Experienced business jet mechanic: $75,000-$90,000
- Lead engine mechanic (corporate flight dept): $85,000-$105,000
What translates directly:
- Small turbofan and turboprop engines (similar systems, smaller scale)
- Precision maintenance and white-glove service
- Troubleshooting complex fuel and ignition systems
Companies and employers:
- Business jet operators: NetJets, Flexjet, VistaJet
- Corporate flight departments: Fortune 500 companies with private fleets
- FBOs with maintenance: Signature Flight Support, Atlantic Aviation, Ross Aviation
- OEMs: Gulfstream, Bombardier, Textron Aviation, Embraer
Reality check: Business aviation pays well and offers better work-life balance than airlines. Corporate flight departments often work day shifts with minimal weekends.
The downside: fewer jobs than airlines, and corporate clients expect perfection. You're maintaining jets for executives and high-net-worth individuals who expect zero delays.
If you like smaller, tight-knit teams and premium aircraft, this path works well.
Best for: 6112s who want better hours, smaller operations, and high-end aircraft maintenance.
Skills translation table (for your resume)
Stop writing "Performed powerplant maintenance on CH-53E helicopters." Translate it into civilian-friendly language with measurable impact:
| Military Experience | Civilian Translation |
|---|---|
| T700 engine maintenance | Maintained and troubleshot turboshaft engines on multi-engine rotary-wing aircraft; ensured zero-defect powerplant operations |
| Hot section inspections | Conducted hot section inspections (HSI) on turbine engines; performed borescope inspections and component condition assessments |
| Engine changes | Executed complete engine removals and installations; performed engine rigging, operational checks, and functional test flights |
| Fuel control rigging | Troubleshot and adjusted fuel control systems to manufacturer specifications; optimized engine performance parameters |
| Compressor washes | Performed compressor washes and FOD (foreign object damage) inspections; maintained engine performance and longevity |
| Engine run procedures | Conducted engine ground runs and power assurance checks; analyzed performance data for abnormalities |
| IETM troubleshooting | Interpreted complex technical manuals and engineering data to diagnose powerplant malfunctions |
Use numbers and results: "Maintained 14-aircraft engine fleet with 97% readiness rate," "Completed 300+ hot section inspections," "Supervised 3-person engine shop."
Eliminate military jargon: Civilians don't know what "dash-six," "MAF," or "power assurance check" means in Marine terms. Translate into FAA/civilian language.
Certifications that actually matter
High priority (get these):
A&P License - Absolutely required. Your military experience qualifies you to test. Cost: $850-1,400. Timeline: 3-6 months. This is your #1 priority.
FCC General Radiotelephone Operator License - Required if you work on engine instruments, ignition systems, or avionics integration. Easy test, costs $35. Many airlines require it.
Engine-specific type training - Once hired, employers provide training on CFM56, GE90, PW4000, etc. But having existing turbine engine experience (which you do) makes you extremely hireable.
Medium priority (career enhancers):
Turbine Engine Familiarization courses - Civilian courses on PT6, JT8D, CFM56 engines. Companies like FlightSafety offer them. Cost: $3,000-6,000. Many employers pay for this once you're hired.
Borescope Inspection Certification - Level I, II, or III borescope certification (often provided by employers, but having it independently is a plus). Cost: $1,500-3,000.
FAA Inspection Authorization (IA) - After 3 years with your A&P, you can pursue IA certification. Allows you to perform annual inspections and approve major repairs. Increases earning potential by $10K-20K annually.
Low priority (nice to have):
Bachelor's degree in Aviation Maintenance Management - Not required for mechanic roles, but useful if you want to transition to management. Use your GI Bill if interested. Does not increase starting mechanic pay.
Private Pilot License (PPL) - Some mechanics pursue pilot licenses to better understand flight operations. Cost: $8,000-12,000. Not required but helps with career progression into chief mechanic or director of maintenance roles.
The skills gap (what you need to learn)
FAA regulatory environment: You're used to NAVAIR instructions and Naval Aviation Maintenance Program (NAMP) procedures. Civilian aviation operates under 14 CFR (Code of Federal Regulations), Airworthiness Directives (ADs), and manufacturer service bulletins (SBs). The concepts are similar; the regulation numbers are different.
Civilian engines: You've worked on T700s, T64s, T400s. Civilian aviation uses PT6s, CFM56s, GE90s, PW4000s, Rolls-Royce Trents. The fundamentals are identical—turbine engine theory doesn't change—but you'll learn new engine models and systems.
Logbook documentation: Civilian maintenance requires extensive logbook entries for every maintenance action. Every engine run, every inspection, every component replacement. It's more paperwork than you're used to, but it's straightforward.
Customer service: You'll interact with pilots, passengers (occasionally), and corporate clients. Communication needs to be professional and diplomatic, especially when explaining maintenance delays.
Real 6112 success stories
Eric, 27, former 6112 Cobra engine mech → Southwest Airlines powerplant mechanic
Eric spent 5 years as a 6112 working on T700 engines. Got out, studied for his A&P for 3 months, passed all tests on first try. Hired by Southwest Airlines at $67,000. After 4 years, he's making $91,000 plus $22K in overtime annually. Lives in Dallas, has flight privileges, and loves the job stability.
Amanda, 29, former 6112 CH-53 engine tech → StandardAero hot section specialist
Amanda did 6 years maintaining T64 engines on Super Stallions. Transitioned to StandardAero's engine overhaul facility. Started at $62,000, now makes $83,000 as a hot section specialist after 3 years. Works steady 40-hour weeks, no shift work, deep technical engine work.
Luis, 31, former 6112 engine supervisor → GE Aviation contractor (OCONUS)
Luis got out after 8 years as a Sergeant. Became a field service rep for GE Aviation supporting T700 engines at an Army base overseas. Makes $125,000 working OCONUS deployments. Works 8 months per year, takes 4 months off. Banking cash and planning to transition to airline work in his late 30s.
Action plan: your first 90 days out
Month 1: Gather documentation and study
- Request NAVMC 10772, training certificates, maintenance records
- Get letter of recommendation from maintenance officer
- Order ASA A&P test prep books (General, Powerplant, Airframe)
- Research your local FSDO office location and contact info
- Begin studying 2-3 hours per day
Month 2: FSDO and testing
- Schedule FSDO appointment to review eligibility
- Continue studying (aim for 90%+ on practice tests before scheduling real exams)
- Take written exams (General, Powerplant, Airframe)
- Update resume and LinkedIn profile highlighting turbine engine experience
- Apply to entry-level jobs at FBOs or MROs (many hire while you finish A&P testing)
Month 3: O&P exam and job applications
- Schedule and pass Oral & Practical exam with DME
- Receive your A&P license (frame it, you earned it)
- Apply to 20+ airlines, MROs, helicopter operators, and contractors
- Attend veteran hiring events (airlines actively recruit at these)
- Network with former Marine maintainers (LinkedIn groups, veteran aviation groups)
Bottom line for 6112s
You're a turbine engine specialist. Civilian aviation is desperate for turbine-qualified mechanics.
You've maintained engines that power multi-million-dollar aircraft in combat environments. You've done hot section inspections, engine changes, and complex troubleshooting under deployment conditions.
The civilian aviation industry needs exactly what you bring.
Your path: Get your A&P license (3-6 months, $850-1,400). With that license and your 6112 experience, you're starting at $58K-72K and hitting $85K-105K+ within 5 years. Airlines, engine overhaul shops, helicopter operators, and defense contractors are all hiring right now.
You're not starting over. You're applying your existing expertise in a higher-paying environment with better quality of life.
Ready to start your transition? Use the career planning tools at Military Transition Toolkit to map your A&P pathway, research turbine engine employers, and build your aviation resume.