Fly it or truck it?
Most airplanes should fly. Some cannot. Here is how to tell which one you have.
How do you choose between flying and trucking an airplane?
The first question is not cost. It is whether the airplane can legally and safely make the flight, either as it is or under a special flight permit. A mechanic's inspection answers that.
If the answer is yes, flying is almost always simpler. If the answer is no, ground transport is the only way the airplane moves.
How do they compare?
| What matters | Ferry flight | Truck transport |
|---|---|---|
| Airplane condition | Airworthy, or safe for one flight under a special flight permit | Any condition, including damaged or disassembled |
| Disassembly | None | Wings and often the tail removed, then reassembled at the destination |
| Before the next flight | A normal preflight | Reassembly and inspection by a mechanic |
| Handling risk | Normal flight risk, managed by the pilot | Risk of damage during disassembly, loading and transport |
| Timing | Hours to days, mostly weather dependent | Depends on carrier scheduling, disassembly and reassembly |
| Cost structure | Flight time, fuel, fees and pilot travel | Carrier charges plus disassembly, reassembly and inspection labor |
| Best fit | Airworthy or permit-eligible airplanes | Airplanes that cannot safely fly at all |
Which airplanes typically have to be trucked?
These situations usually rule out a ferry flight. Everything else is worth a ferry quote first.
- Significant damage from an accident, gear-up landing or prop strike
- Structural corrosion or major engine problems a mechanic will not sign off for flight
- Restoration projects and airframes stored disassembled
- Conditions covered by an airworthiness directive that prohibits a special flight permit
Frequently asked questions
When does trucking an airplane make more sense than flying it?
When the airplane cannot be flown safely or legally, even under a special flight permit. That usually means significant damage, such as after a gear-up landing, prop strike, or hangar incident, where a mechanic will not certify the airplane as safe for a single flight. It also applies to airplanes with structural corrosion, major engine problems, or incomplete restoration projects, and to airframes that were disassembled for storage and never put back together. In those cases, the airplane travels by ground on a specialized trailer, typically with the wings removed and sometimes the tail as well, and it has to be reassembled and inspected by a mechanic at the destination. For an airplane that is airworthy, or that qualifies for a special flight permit, flying is almost always simpler. It avoids disassembly, the handling risk that comes with it, and the reassembly and inspection work on arrival. Ask your mechanic which category your airplane falls into first.
Does a special flight permit mean my airplane can always fly instead of being trucked?
No. A special flight permit is only available when the airplane is capable of safe flight despite not meeting its airworthiness requirements, and someone qualified has to agree that it is. The typical path is an inspection by an A&P mechanic, who records that the airplane is safe for the intended flight, followed by the permit application to the FAA or a designated airworthiness representative. If the mechanic will not make that entry, or the FAA or representative declines to issue the permit, the airplane stays on the ground. Some airworthiness directives also prohibit special flight permits for the condition they address, so an airplane with an open directive may be blocked regardless of how it looks. Damage severity, the length of the trip and the terrain along the route can all factor into the decision. Get the mechanic's opinion before planning either option, since that one assessment decides whether flying is even on the table.
Ready when your airplane is
Tell us where it is and where it needs to be
Send the tail number, the two airports, and when you need it moved. We will come back with a plan and a price.