Special Flight Permits (Ferry Permits): The Two Paths, Forms 8130-6 and 8130-7, and How to Get One
Updated: Sep 26
Not every aircraft that needs to be moved is fully airworthy. Sometimes an aircraft must be flown to a maintenance facility, storage location, or place of repair even when it no longer meets standard airworthiness requirements. In these situations, the FAA provides a legal solution known as a Special Flight Permit — commonly called a ferry permit. But there's more to it than "call the FSDO": there are two distinct regulatory paths, two different form numbers (one to apply, one that's issued), a choice between the FSDO and a DAR, and a specific process involving a maintenance statement. Understanding how special flight permits actually work helps owners and pilots move aircraft legally and safely, and it's a reliable checkride topic.
This post covers special flight permits in practical depth: what they are and the two regulatory paths, when they're needed (and when they won't be issued), the Form 8130-6 versus 8130-7 distinction, who issues them (FSDO versus DAR), the application process, the operating limitations, the continuous authorization for commercial operators, and pilot responsibilities.
Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >
What a Special Flight Permit Is
A Special Flight Permit is an FAA authorization allowing an aircraft to be operated even though it doesn't meet all applicable airworthiness requirements — provided it can be flown safely for a specific purpose.
The key characteristics:
Authorizes operation of a non-airworthy aircraft
For a specific purpose and (usually) a specific route/flight
The aircraft must be capable of SAFE flight for the intended purpose
Issued under 14 CFR 21.197 (and the process in 21.199)
What it is (and isn't):
It's a limited authorization to fly a specific non-airworthy aircraft for a specific reason
It is a type of special airworthiness certificate (issued on Form 8130-7 — below)
It does NOT make the aircraft airworthy
It does NOT replace required maintenance/inspections
The "capable of safe flight" standard:
The aircraft must be able to fly SAFELY for the purpose
Not airworthy (doesn't meet all requirements), but safe for this specific flight
Safety is the threshold
The FAA (or DAR) judges this
The regulatory home:
14 CFR 21.197: describes special flight permits and their purposes
14 CFR 21.199: the application process (the form)
Together they govern ferry permits
Part 21 (certification procedures)
The Two Regulatory Paths
A distinction the basic treatment doesn't make: there are actually two paths under 21.197, and one has a special weight provision.
Path 1 — Standard special flight permit (21.197(a)):
For aircraft that don't currently meet airworthiness requirements but are capable of safe flight
The common ferry permit
Purposes: flying to repair/maintenance, delivery, storage, production testing, evacuation from danger, customer demo
The typical case (expired annual, overdue AD, etc.)
The 21.197(a) purposes:
Flying to a base where repairs/alterations/maintenance/inspection will be performed (or to storage)
Delivering or exporting the aircraft
Production flight testing
Evacuating from an area of impending danger
Customer demonstration flights (new production aircraft)
Path 2 — Ferry with excess weight for extended-range fuel (21.197(b)):
A special provision for operating at weights EXCEEDING the maximum certificated takeoff weight
For flights over water or over areas where landing isn't possible, requiring extra fuel
The aircraft carries extra fuel (exceeding max gross) to make the long ferry
A specialized permit (e.g., ferrying an aircraft across an ocean with ferry tanks)
Why the weight path exists:
Long overwater ferries (delivering an aircraft internationally) may require fuel beyond the normal max weight
This permit authorizes the over-weight operation for the ferry
With specific conditions and often specific pilot qualifications
A distinct, more involved permit
The practical distinction:
Most ferry permits are Path 1 (standard — the aircraft isn't airworthy but is safe)
Path 2 is for the specialized over-weight extended-range ferry
Different purposes, different conditions
Know both exist
When a Special Flight Permit Is Needed
The qualifying situations, expanded.
A permit is needed when the aircraft is NOT airworthy but must be flown for:
Ferrying to a maintenance/repair facility (the most common)
Delivering or exporting the aircraft
Moving to storage
Production flight testing
Evacuating from impending danger (weather, natural disaster)
Customer demonstration (new aircraft)
The most common GA use — the expired annual:
An aircraft with an expired annual inspection is not airworthy
To fly it to a shop for the annual, you need a ferry permit
This is THE classic ferry-permit scenario
The annual lapsed, the aircraft must get to maintenance
Common qualifying conditions:
Expired annual inspection
Certain overdue Airworthiness Directives (if the aircraft is still safe to ferry)
Inoperative equipment not deferrable under an MEL or 91.213
Minor structural or cosmetic damage (that doesn't affect safe flight)
Engine or system limitations that still allow safe operation
The "not all conditions qualify" point:
A ferry permit is only for aircraft CAPABLE of safe flight
Serious safety issues don't qualify (below)
The condition must allow safe ferrying
Not every unairworthy aircraft can get a permit
When no permit is needed:
If the aircraft IS airworthy, no permit needed (just fly it)
If a regulatory exception applies (e.g., the 100-hour 10-hour overfly to reach a shop)
If the issue can be deferred (91.213 or MEL)
The permit is for when there's no other legal way to fly it
When a Permit Will NOT Be Issued
The safety limits, expanded.
The FAA/DAR will NOT issue a permit if:
The aircraft cannot be operated safely
There's unresolved structural damage affecting flight safety
Critical flight controls are compromised
The aircraft presents an unacceptable risk to people or property
The safety-not-convenience principle:
Eligibility is determined by SAFETY, not by the owner's need
A permit is issued only if the aircraft can fly safely for the purpose
No matter how badly the aircraft needs to be moved, if it can't fly safely, no permit
Safety is the gate
Examples of non-qualifying conditions:
Major structural damage (compromised airframe)
Flight control problems
Conditions that make safe flight impossible
Anything that would endanger the flight or people/property below
The alternative for non-qualifying aircraft:
If the aircraft can't fly safely, it must be transported another way
Disassembly and ground/sea transport
The permit isn't available for genuinely unsafe aircraft
Repair enough to be safe, or transport it
Forms 8130-6 and 8130-7: The Two Numbers
A form distinction worth clarifying, since two 8130 numbers are involved.
FAA Form 8130-6 (the APPLICATION):
"Application for U.S. Airworthiness Certificate"
This is the form you SUBMIT to APPLY for the special flight permit
Includes aircraft identification, the purpose, proposed route, limitations
The application document
FAA Form 8130-7 (the ISSUED certificate):
"Special Airworthiness Certificate"
This is the certificate ISSUED when the permit is granted
A special flight permit is a type of special airworthiness certificate, documented on 8130-7
The actual permit (carried in the aircraft)
The distinction:
8130-6: apply (the application)
8130-7: issued (the special airworthiness certificate / the permit itself)
You apply on 8130-6, you receive 8130-7
Two different forms in the process
Why this matters:
The 8130-7 (the special airworthiness certificate) is what's displayed/carried during the ferry
It's the authorization document
The 8130-6 was the application
Know which is which
Carrying the permit:
The special flight permit (8130-7) must be carried in the aircraft during the ferry
Along with the operating limitations
Available for inspection
The authorization for the flight
Who Issues Special Flight Permits: FSDO vs. DAR
The two issuing authorities and the practical difference.
The FAA Flight Standards District Office (FSDO):
The local FAA office can issue special flight permits
Free (no charge from the FAA)
May take longer (FAA workload, scheduling)
The traditional route
A Designated Airworthiness Representative (DAR):
A private individual authorized by the FAA to issue certain certificates, including special flight permits
Charges a FEE (private service)
Often FASTER than the FSDO
A convenient alternative
The practical choice:
FSDO: free but potentially slower
DAR: costs money but often quicker
For a time-sensitive ferry, a DAR may be worth the fee
Both are legitimate issuers
The DAR's value:
When you need the permit quickly (a time-sensitive move)
DARs can often turn it around faster
The fee buys speed and convenience
A common choice for owners in a hurry
The supporting documentation:
Either issuer may require supporting documentation
The maintenance statement (below), aircraft records, the proposed operation
Provided before approval
Part of the process
How to Obtain a Special Flight Permit
The process, expanded.
Step 1 — Determine eligibility:
A certificated mechanic evaluates the aircraft
Confirms it can be flown SAFELY for the intended purpose
Identifies the discrepancies and any needed precautions
The safety determination
Step 2 — The maintenance statement:
A mechanic (typically an A&P, and often an IA for the assessment) provides a written statement
Describing: the aircraft's condition, known discrepancies, and why it's safe for the intended flight
May specify operating limitations/precautions
The basis for the safe-flight determination
The maintenance-statement detail:
The statement establishes the aircraft is safe to ferry
It may list conditions (e.g., gear down, specific airspeed, day VFR)
The FAA/DAR relies on it
A key document
Step 3 — Submit the application:
The owner/operator submits Form 8130-6 (the application)
Includes: aircraft identification, purpose of flight, proposed route, requested operating limitations
To the FSDO or DAR
The formal request
Step 4 — FAA/DAR review and approval:
The issuer reviews the application and maintenance statement
If satisfied the aircraft can fly safely for the purpose, issues the permit (8130-7)
With specific operating limitations
The permit is granted
The timeline:
FSDO: can take days (workload dependent)
DAR: often faster (for a fee)
Plan ahead for a non-urgent ferry
Expedite via a DAR if urgent
Operating Limitations Under a Permit
The restrictions, expanded.
Typical limitations:
Day VFR only (common — no night, no IFR)
No passengers (except required crew)
Specific altitude or airspeed limits
Approved routing (a defined route)
Weather minimums (often higher than standard VFR)
One-time or time-limited authorization
Why these limitations:
The aircraft isn't fully airworthy, so the operation is restricted to reduce risk
Day VFR, no passengers, defined route: minimize exposure
The limitations make the ferry as safe as practical
Tailored to the aircraft's condition
The crew-only restriction:
Generally only required crew aboard (no passengers)
The flight is to move the aircraft, not to carry people
Minimizes people at risk
A standard limitation
The routing:
Often a specific route (to the maintenance facility)
Avoiding congested areas, over-flight of populated areas as practical
Defined in the permit
Must be followed
The strict-compliance requirement:
The pilot must comply with ALL limitations on the permit
Deviating from the limitations violates the permit (and airworthiness)
The limitations are conditions of the authorization
No deviation
Continuous Authorization for Commercial Operators
A provision the basic treatment doesn't mention: some operators hold a standing ferry authorization.
What it is:
Part 119 certificate holders (Part 121/135 operators) with an approved program
Can obtain a CONTINUOUS authorization for special flight permits
Allows them to issue their own ferry permits (within their program) without applying each time
For their fleet
Why it exists:
Airlines and large operators frequently need to ferry aircraft (maintenance, repositioning)
Applying for each permit would be impractical
The continuous authorization streamlines it
Built into their operations specifications
How it works:
The operator's program (approved by the FAA) authorizes ferry permits under defined conditions
They self-issue within the program
Documented per their procedures
Efficient for large fleets
The Part 91 contrast:
Part 91 (private) operators apply for each permit (FSDO or DAR)
No continuous authorization for typical Part 91
The continuous authorization is a commercial-operator feature
Know the distinction
Pilot Responsibilities
The PIC's role, expanded.
The PIC must:
Review and understand ALL permit limitations
Verify the aircraft's condition before flight
Ensure compliance with any required placards or procedures (from the maintenance statement)
Decline the flight if safety is questionable
The retained responsibility:
Even with a permit, the PIC retains FULL responsibility for flight safety
The permit authorizes the flight; the PIC decides to actually fly it
If the pilot judges it unsafe, decline
PIC authority is not diminished by the permit
The pre-flight verification:
Inspect the aircraft (given its known condition)
Confirm the discrepancies are as described (nothing worse)
Verify the required precautions are in place
A careful preflight
The decline option:
A permit doesn't obligate the pilot to fly
If the pilot has safety concerns, decline
The PIC's judgment governs
Legal to fly ≠ must fly
The qualifications:
The pilot should be qualified and comfortable with the ferry (often a non-normal operation)
Some ferries (e.g., over-weight, or a damaged aircraft) demand experience
Know your limits
Ferry flying can be demanding
Special Flight Permits and Insurance
The insurance consideration, expanded.
The coverage question:
Not all insurance policies automatically cover flights under a special flight permit
Ferrying a non-airworthy aircraft may be excluded or require notification
Confirm coverage BEFORE the flight
A critical check
Owner actions:
Notify the insurer before the ferry
Confirm coverage is in effect for the permit flight
Verify pilot qualification requirements (the insurer may require specific experience)
Get confirmation
Why it matters:
Flying without coverage exposes the owner and pilot to significant liability
A ferry of a non-airworthy aircraft carries elevated risk
Insurance gaps are a real danger
Confirm before flying
The pilot's interest:
The pilot should also confirm they're covered (as the operator)
Ferry flights may have specific requirements
Don't assume coverage
Verify
Common Misconceptions
"A ferry permit makes the aircraft airworthy."
No — it authorizes flight DESPITE the aircraft not being airworthy. It doesn't make it airworthy or replace maintenance.
"The permit replaces the required inspection/maintenance."
No — the aircraft still needs the repair/inspection. The permit just lets you fly it TO the maintenance.
"A ferry permit is good for multiple flights."
Generally no — it's for a specific flight or a defined operation. It's not a blanket multi-flight authorization (except the commercial continuous authorization).
"ATC approval can substitute for a special flight permit."
No — ATC clearance is not a special flight permit. You need the permit itself (from the FSDO or DAR).
"You apply and receive the same form."
You apply on Form 8130-6 (application) and receive Form 8130-7 (the special airworthiness certificate / permit). Two different forms.
"Any unairworthy aircraft can get a ferry permit."
No — only aircraft capable of SAFE flight for the purpose. Serious safety issues don't qualify.
Why Special Flight Permits Matter
The value, expanded.
They provide a legal pathway:
To move aircraft when normal operations aren't allowed
Prevent unnecessary disassembly or ground transport
Support efficient maintenance operations
Maintain regulatory oversight and safety standards
The efficiency benefit:
Instead of trucking an aircraft to a shop (disassembly, transport, reassembly)
Fly it there under a permit (if safe)
Faster and cheaper
Practical
The safety-preserved aspect:
The permit process ensures the aircraft is safe for the ferry (maintenance statement, limitations)
Regulatory oversight is maintained
Not a loophole — a controlled process
Safety is built in
The knowledge benefit:
Understanding permits helps owners and pilots avoid violations
Make informed decisions about moving aircraft
Know the process and the limits
Competence
Final Thoughts
Special flight permits are a vital part of the aviation regulatory system, allowing flexibility without compromising safety. Whether you're an aircraft owner coordinating maintenance or a pilot asked to ferry an aircraft, knowing the rules matters: the two regulatory paths (standard ferry and the over-weight extended-range ferry), the two forms (8130-6 to apply, 8130-7 as the issued permit), the choice between the FSDO (free, slower) and a DAR (fee, faster), the maintenance statement that establishes safe flight, and the operating limitations that must be strictly followed.
A ferry permit doesn't make an aircraft airworthy — it provides a controlled, legal way to fly a non-airworthy but safe aircraft for a specific purpose. Understanding how they work helps pilots and owners move aircraft legally and safely, and confirm insurance coverage before every ferry.
On the Written Test and Checkride
Special flight permits appear on tests and checkride orals. The most commonly tested topics:
What a special flight permit is (21.197)
The qualifying purposes (ferry to maintenance, delivery, storage, evacuation, etc.)
That it doesn't make the aircraft airworthy
Who issues it (FSDO or DAR)
The operating limitations (day VFR, no passengers, etc.)
That ATC approval doesn't substitute for a permit
Quick Reference
Special Flight Permit (Ferry Permit):
FAA authorization to fly a NON-airworthy aircraft
For a specific purpose, capable of SAFE flight
14 CFR 21.197 (permits), 21.199 (application)
A type of special airworthiness certificate
Two Regulatory Paths:
21.197(a): standard ferry (not airworthy but safe) — the common case
21.197(b): ferry EXCEEDING max takeoff weight for extended-range fuel (overwater delivery)
Qualifying Purposes:
Ferry to maintenance/repair/inspection (most common)
Delivery or export
Move to storage
Production flight testing
Evacuation from impending danger
Customer demonstration (new aircraft)
Common Situations:
Expired annual (the classic case)
Certain overdue ADs (if still safe)
Inoperative equipment not deferrable (MEL/91.213)
Minor damage not affecting safe flight
NOT Issued When:
The aircraft can't fly safely
Structural damage affecting safety
Compromised flight controls
Unacceptable risk to people/property
The Two Forms:
8130-6: Application (submit to apply)
8130-7: Special Airworthiness Certificate (the issued permit, carried in the aircraft)
Who Issues:
FSDO: free, potentially slower
DAR: fee, often faster
The Process:
Mechanic evaluates (safe for the purpose?)
Maintenance statement (condition, discrepancies, why safe)
Submit Form 8130-6 (aircraft ID, purpose, route, limitations)
FSDO/DAR review → issues permit (8130-7)
Typical Operating Limitations:
Day VFR only
No passengers (crew only)
Specific altitude/airspeed limits
Approved routing
Weather minimums
One-time/time-limited
Continuous Authorization:
Part 121/135 operators with an approved program
Self-issue ferry permits (no per-flight application)
Commercial-operator feature (not typical Part 91)
Pilot Responsibilities:
Understand all limitations
Verify aircraft condition
Comply with placards/procedures
Decline if unsafe (PIC retains full responsibility)
Insurance:
Coverage NOT automatic under a permit
Notify insurer, confirm coverage, verify pilot requirements before flying
Key Principle:
A special flight permit (21.197) authorizes flying a non-airworthy but safe aircraft for a specific purpose — most commonly ferrying to maintenance (e.g., an expired annual). You apply on Form 8130-6 and receive Form 8130-7 (the permit), issued by the FSDO (free) or a DAR (fee, faster), based on a mechanic's maintenance statement. It does NOT make the aircraft airworthy, comes with strict limitations (day VFR, no passengers), and ATC approval is no substitute.
Study Full Aviation Courses:
wifiCFI's full suite of aviation courses has everything you need to go from brand new to flight instructor and airline pilot! Check out any of the courses below for free:
Study Courses:
Checkride Lesson Plans:
Teaching Courses:
Author: Nathan Hodell
CFI, CFII, MEI, ATP, Creator and CEO
Nathan is an aviation enthusiast with thousands of hours of flying and dual instruction over the past 15+ years. Through his aviation career he has been able to earn his ATP, fly as an airline pilot, own/operate flight schools, and create and host wifiCFI.