{"id":30527014,"date":"2026-10-31T16:36:28","date_gmt":"2026-10-31T15:36:28","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/special-flight-permit-vs-easa-permit-to-fly-ferry-permit\/"},"modified":"2026-10-31T16:38:03","modified_gmt":"2026-10-31T15:38:03","slug":"special-flight-permit-vs-easa-permit-to-fly-ferry-permit","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/special-flight-permit-vs-easa-permit-to-fly-ferry-permit\/","title":{"rendered":"Special Flight Permit vs Permit to Fly: FAA and EASA Compared"},"content":{"rendered":"\r\n<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n\r\n<!-- mfsh:top -->\r\n\r\n<style>\r\n.mfsh-trigger{display:inline-flex;align-items:center;gap:10px;height:44px;padding:0 18px;margin:0 0 26px;border:2px solid 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Perhaps its annual inspection lapsed three weeks ago. Perhaps an airworthiness directive has not been complied with, or a piece of equipment outside the minimum equipment list is unserviceable, or the airframe took damage beyond the published limits and now has to reach a shop two hundred miles away. It flew anyway, entirely legally, with a piece of paper in the cockpit that said so.<\/p>\r\n\r\n\r\n\r\n<p>Both sides of the Atlantic have built a mechanism for this. Both start from the same premise, phrased almost identically: an aircraft that does not meet the applicable airworthiness requirements but <em>is capable of safe flight<\/em>. And from that shared sentence the two regulators proceed to write completely different rules.<\/p>\r\n\r\n\r\n\r\n<p>The American version lists five purposes. The European version lists sixteen. That gap is not pedantry &mdash; it is the reason a great many elderly jets are airworthy in Europe and would be far harder to keep flying in the United States, and the reason the two systems feel so different to anyone who has dealt with both.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f3f5f8;border-left:4px solid #5C91FF;padding:18px 22px;margin:26px 0\"><p style=\"margin:0 0 10px;font-weight:700;color:#0d1117;font-size:17px\">Quick Facts<\/p><p style=\"margin:4px 0;font-size:15px\"><strong>United States:<\/strong> special flight permit, 14 CFR 21.197 and 21.199 &mdash; five listed purposes, plus overweight ferry flights<\/p><p style=\"margin:4px 0;font-size:15px\"><strong>Europe:<\/strong> permit to fly, Part 21 Subpart P &mdash; sixteen listed purposes<\/p><p style=\"margin:4px 0;font-size:15px\"><strong>Both require:<\/strong> an aircraft that does not meet airworthiness requirements but is capable of safe flight<\/p><p style=\"margin:4px 0;font-size:15px\"><strong>&ldquo;Ferry permit&rdquo;:<\/strong> industry slang. The word &ldquo;ferry&rdquo; does not appear anywhere in 14 CFR Part 21<\/p><p style=\"margin:4px 0;font-size:15px\"><strong>EASA duration:<\/strong> maximum 12 months, except purpose 15, which may be unlimited<\/p><p style=\"margin:4px 0;font-size:15px\"><strong>Key US catch:<\/strong> a special flight permit is not authority to deviate from Part 91<\/p><\/div>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">A word about the term everybody uses<\/h2>\r\n\r\n\r\n\r\n<p>Ask any American pilot about this and they will say &ldquo;ferry permit&rdquo;. The FAA itself says it: the Philadelphia Flight Standards District Office&rsquo;s guidance opens by calling it &ldquo;A Special Flight Permit (SFP), commonly referred to as a Ferry Permit&rdquo;.<\/p>\r\n\r\n\r\n\r\n<p>It is worth knowing that the phrase has no regulatory existence whatsoever. Search the current text of 14 CFR Part 21 and the word &ldquo;ferry&rdquo; appears zero times. Not in 21.197, not in 21.199, not anywhere in the part. Part 91 does use &ldquo;ferry flight&rdquo;, but in 91.611, which governs flying a multi-engine aeroplane with one engine inoperative &mdash; a completely different animal that has nothing to do with special flight permits.<\/p>\r\n\r\n\r\n\r\n<p>So the thing is called a special flight permit, and the thing everyone calls a ferry permit is the same thing wearing a nickname. The nickname is also slightly misleading, because ferrying is only one of the purposes the regulation allows.<\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">What the FAA rule actually permits<\/h2>\r\n\r\n\r\n\r\n<p>14 CFR 21.197(a) lists five purposes for which a special flight permit may be issued: flying the aircraft to a base where repairs, alterations or maintenance are to be performed, or to a point of storage; delivering or exporting it; production flight testing new production aircraft; evacuating aircraft from areas of impending danger; and conducting customer demonstration flights in new production aircraft that have satisfactorily completed production flight tests.<\/p>\r\n\r\n\r\n\r\n<p>Paragraph (b) adds a sixth case of a different kind: operating above maximum certificated take-off weight for flight beyond the normal range over water, or over land where adequate landing facilities or fuel are not available. The excess weight is limited to the additional fuel, fuel-carrying facilities and navigation equipment needed for the flight. This is the clause that puts a Cessna with a ferry tank where the back seats used to be over the North Atlantic.<\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/SJLCyMWPNhA\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n\r\n<p>What 21.197(b) looks like in practice: an oceanic crossing in a light single, with the fuel load that makes it possible.<\/p>\r\n\r\n\r\n\r\n<p>Paragraph (c) covers a third situation &mdash; a continuing authorisation written into an operator&rsquo;s operations specifications, available to Part 119 certificate holders with an approved programme and to Part 91 Subpart K fractional operators. For everyone else, every permit is a one-off application.<\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The catch that surprises owners<\/h2>\r\n\r\n\r\n\r\n<p>Here is the detail that causes more trouble than any other, stated plainly in the FAA&rsquo;s own field guidance.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7\"><em>&ldquo;A Special Flight Permit is not an authorization to deviate from the requirements of 14 CFR Part 91.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Federal Aviation Administration<\/strong> &mdash; Philadelphia Flight Standards District Office, Special Flight Permits guidance, updated 12 April 2024<\/div><\/div>\r\n\r\n\r\n\r\n<p>A special flight permit solves exactly one problem: it substitutes for the airworthiness certificate that the aircraft can no longer support. It does nothing at all about the operating rules. The pilot still needs to be current and qualified, the flight still obeys every rule in Part 91, and the permit does not create permission to fly an aircraft the pilot could not otherwise legally fly.<\/p>\r\n\r\n\r\n\r\n<p>The same guidance notes two further practical points. A review of applicable airworthiness directives has to be carried out to establish whether the aircraft is even eligible. And the permit is issued by the office with jurisdiction over the area where the flight <em>originates<\/em>, not where it is going &mdash; which matters when the aeroplane is sitting in a field two states away from its owner.<\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Applying, and who may sign<\/h2>\r\n\r\n\r\n\r\n<p>Under 21.199(a) the applicant submits a statement giving the purpose of the flight, the proposed itinerary, the crew required to operate the aircraft and its equipment, the ways in which the aircraft does not comply with the applicable airworthiness requirements, any restriction the applicant considers necessary for safe operation, and anything else the FAA needs in order to prescribe operating limitations. Paragraph (b) lets the FAA make, or require, any inspections or tests necessary for safety.<\/p>\r\n\r\n\r\n\r\n<p>That fourth item is the heart of it. You are required to write down, honestly, exactly what is wrong with the aeroplane. The limitations that come back are built from that admission.<\/p>\r\n\r\n\r\n\r\n<p>Applications go through the online airworthiness certification tool or on paper using FAA Form 8130-6, and the permit need not come from the FAA directly: Designated Airworthiness Representatives are authorised to issue special flight permits, which is usually the faster route.<\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/wxEfRdYMRJw\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n\r\n<p>A walk through 21.197 and the limitations that typically come attached.<\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Europe splits the job in two<\/h2>\r\n\r\n\r\n\r\n<p>The European equivalent is the permit to fly, in Part 21 Subpart P of Regulation (EU) No 748\/2012. The first thing to understand is that it is not one approval but two, and they can be issued by different bodies.<\/p>\r\n\r\n\r\n\r\n<p>Step one is the <strong>flight conditions<\/strong>. Point 21.A.708 defines them as the configurations for which the permit is requested; any condition or restriction necessary for safe operation, including restrictions on itineraries or airspace, conditions on the flight crew, restrictions on carrying anyone other than flight crew, operating limitations and specific procedures, a flight test programme where applicable, and the continuing-airworthiness arrangements; the substantiation that the aircraft can fly safely under those restrictions; and the method used to control the aircraft&rsquo;s configuration.<\/p>\r\n\r\n\r\n\r\n<p>Those conditions must be approved before the permit exists. Where the approval touches the safety of the design, 21.A.710 sends it to the Agency itself or to a suitably approved design organisation exercising the privilege in 21.A.263(c)(6) &mdash; the privilege we looked at when we covered <a href=\"https:\/\/migflug.com\/afterburner\/easa-design-organisation-approval-doa-part-21-subpart-j\/\">the EASA Design Organisation Approval<\/a>. Where it does not, the competent authority or an approved organisation handles it. The approval is documented on EASA Form 18B.<\/p>\r\n\r\n\r\n\r\n<p>Step two is the permit itself, under 21.A.711. The competent authority issues it on EASA Form 20a; an appropriately approved design, production or continuing-airworthiness organisation may issue it on Form 20b under its own privileges, and must send a copy to the authority within three days.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/10\/special-flight-permit-vs-permit-to-fly-purposes.png\" alt=\"Comparison diagram listing the five FAA special flight permit purposes against the sixteen EASA permit to fly purposes\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">Five against sixteen. The American list covers moving, selling and testing an aeroplane; the European list adds air shows, record attempts, market surveys, troubleshooting flights and the orphan clause at number 15. Diagram: Afterburner, built from the current regulation texts<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Purpose 15, and the jets it keeps in the air<\/h2>\r\n\r\n\r\n\r\n<p>Fifteenth on the European list is a purpose with no American counterpart at all: non-commercial flying of individual non-complex aircraft, or of types for which a certificate of airworthiness or restricted certificate of airworthiness is not appropriate.<\/p>\r\n\r\n\r\n\r\n<p>EASA&rsquo;s guidance material spells out who that means. It describes aircraft that cannot practically meet all the applicable certification specifications &mdash; among them aircraft with no type-certificate holder still in existence, which the guidance calls &ldquo;generically termed orphan aircraft&rdquo;, and aircraft that previously lived under national permit-to-fly systems and were never shown to meet the full modern requirements. The guidance adds a limit: this route should only be used where a certificate of airworthiness cannot be issued for reasons outside the owner&rsquo;s control, such as the absence of properly certified spare parts.<\/p>\r\n\r\n\r\n\r\n<p>Read that description again and a particular hangar comes to mind. A 1950s fighter whose manufacturer was absorbed into a conglomerate four mergers ago. A trainer built in a country that no longer exists. There is no type-certificate holder to issue a service bulletin, because there is no type-certificate holder. Purpose 15 is the clause that lets those aircraft fly as something other than museum pieces.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/10\/de-havilland-vampire-t11-flying-overhead.jpg\" alt=\"A silver de Havilland Vampire T.11 flying overhead showing its twin-boom planform\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">A <a href=\"https:\/\/migflug.com\/aircraft\/de-havilland-vampire\/\">de Havilland Vampire<\/a> T.11, serial NZ5772, in the air rather than on a plinth. First flown in the 1940s, the type long outlived the company that built it. Photo: Pseudopanax, public domain<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<p>Three further details apply to purpose 15 and to nothing else on the list, and together they show how carefully it was drafted. Under 21.A.703(a) the applicant must be the owner, where for every other purpose any natural or legal person may apply. Under 21.A.723(b) the permit may be issued for unlimited duration, where every other permit to fly is capped at twelve months. And under 21.A.719(b) it transfers with the aircraft when ownership changes, provided the aircraft stays on the same register, where every other permit to fly is strictly non-transferable.<\/p>\r\n\r\n\r\n\r\n<p>In other words, Europe recognised that for this one category the permit is not a temporary fix at all. It is the aircraft&rsquo;s permanent legal basis for existing, and the rules were adjusted to let it behave like one.<\/p>\r\n\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/10\/aero-l-39za-albatros-n343wt-civil-registration.jpg\" alt=\"An Aero L-39ZA Albatros in camouflage carrying the US civil registration N343WT\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The American answer to the same problem looks different: this <a href=\"https:\/\/migflug.com\/aircraft\/l-39-albatros\/\">L-39 Albatros<\/a> wears the US civil registration N343WT, flying in the experimental exhibition category rather than on a permit. Photo via Wikimedia Commons<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<p>The United States solves the orphan problem by a different route entirely &mdash; the experimental category, in which ex-military jets are certificated for exhibition and air racing with their own operating limitations. It gets to a similar place by a different legal road, which is why an American warbird operator and a European one can describe the same aircraft in paperwork that shares almost no vocabulary.<\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">What &ldquo;capable of safe flight&rdquo; is actually doing<\/h2>\r\n\r\n\r\n\r\n<p>Both systems hang everything on that phrase, and Europe is the one that bothered to define it. The guidance material to 21.A.708(c) is unusually candid about where the line sits.<\/p>\r\n\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7\"><em>&ldquo;Safe flight normally means continued safe flight and landing but in some limited cases (e.g. higher risk flight testing) it can mean that the aircraft is able to fly in a manner that will primarily ensure the safety of overflown third parties, the flight crew and, if applicable other occupants.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>European Union Aviation Safety Agency<\/strong> &mdash; Guidance Material No 1 to 21.A.708(c), Part 21 Subpart P<\/div><\/div>\r\n\r\n\r\n\r\n<p>And then, having opened that door a crack, the same guidance closes it again in the next breath &mdash; stating that the definition should not be read as allowing a test pilot with a parachute, operating over a sparsely populated area, to set out on a flight in the full knowledge that the aircraft will probably be lost. The applicant must take reasonable care and be satisfied there is a reasonable probability the flight will be completed without damage or injury.<\/p>\r\n\r\n\r\n\r\n<p>It is a rare moment of a regulator writing down the thing everyone was thinking. Yes, this category exists partly for flights that might not end well. No, that is not a licence to write the aeroplane off on purpose.<\/p>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/HAqAP0d1IyI\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n\r\n<p>The practical end of all this paperwork: a light aircraft crossing an ocean it was never designed to cross, on a permit written specifically to allow it.<\/p>\r\n\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Two philosophies, one problem<\/h2>\r\n\r\n\r\n\r\n<p>Set the lists side by side and the difference is one of ambition. The American rule is a logistics tool: it exists to move an aeroplane from where it is to where it can be fixed, sold, exported or stored, and to let a new one be tested before delivery. Five purposes, all of them about getting the aircraft somewhere.<\/p>\r\n\r\n\r\n\r\n<p>The European rule does all of that and then keeps going, into air shows, record attempts, air racing, market surveys, troubleshooting flights after maintenance, and finally into the permanent accommodation of aircraft that will never hold a certificate of airworthiness again. It is less a tow rope than a parallel regime.<\/p>\r\n\r\n\r\n\r\n<p>Neither is obviously better. The American approach keeps a bright line between certificated aircraft and everything else, and pushes the awkward cases into the experimental category where they get their own rules. The European approach absorbs the awkward cases into the main system and manages them with conditions. But if you have ever wondered why a European airfield on a summer weekend contains so many aeroplanes that by rights should have been retired in 1975, the answer is the fifteenth item on a list in Subpart P.<\/p>\r\n\r\n\r\n\r\n<p><em>Sources: 14 CFR 21.197 and 21.199, and 14 CFR 91.611, current text via the Electronic Code of Federal Regulations; EASA Part 21 Subpart P with its AMC and GM, Easy Access Rules for Initial Airworthiness, revision of July 2024; FAA Philadelphia Flight Standards District Office, Special Flight Permits guidance, April 2024; UK Civil Aviation Authority, Part 21 temporary Permits to Fly.<\/em><\/p>\r\n\r\n\r\n<!-- mfsh:bottom -->\r\n\r\n<button type=\"button\" class=\"mfsh-trigger mfsh-bottom\" data-mfsh-placement=\"bottom\" aria-haspopup=\"dialog\"><svg><use href=\"#mfsh-i-share\"\/><\/svg>Share this story<\/button>\r\n\r\n<!-- \/mfsh:bottom -->\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>What is a special flight permit?<\/summary><div class=\"a\">A special flight permit is an FAA authorisation under 14 CFR 21.197 that lets an aircraft fly when it does not currently meet applicable airworthiness requirements but is still capable of safe flight. The regulation lists five purposes, including flying to a base for repairs or maintenance, delivery or export, production flight testing, evacuation from impending danger, and customer demonstration flights.<\/div><\/details><details><summary>Is a ferry permit the same as a special flight permit?<\/summary><div class=\"a\">Yes, they are the same document. Ferry permit is industry slang, and even the FAA uses it informally, but the word ferry does not appear anywhere in 14 CFR Part 21. The regulation only ever calls it a special flight permit. Part 91 does use the term ferry flight, but in 91.611, which covers flying with one engine inoperative and is unrelated.<\/div><\/details><details><summary>What are the limitations of a special flight permit?<\/summary><div class=\"a\">The permit carries operating limitations written from the applicant\u2019s own description of what does not comply, and it may restrict the route, the crew and the carriage of passengers. Critically, an FAA special flight permit is not an authorisation to deviate from the requirements of 14 CFR Part 91. It replaces the airworthiness certificate, not the operating rules.<\/div><\/details><details><summary>How do you apply for an FAA special flight permit?<\/summary><div class=\"a\">Under 21.199 the applicant submits a statement giving the purpose of the flight, the proposed itinerary, the crew required, the ways in which the aircraft does not comply with airworthiness requirements, and any restrictions needed for safe operation. Applications go through the FAA online airworthiness certification tool or on paper using Form 8130-6, and Designated Airworthiness Representatives can also issue permits.<\/div><\/details><details><summary>What is an EASA permit to fly?<\/summary><div class=\"a\">A permit to fly is the European equivalent, issued under Part 21 Subpart P of Regulation (EU) No 748\/2012 to aircraft that do not meet, or have not been shown to meet, applicable airworthiness requirements but are capable of safe flight under defined conditions. Point 21.A.701 lists sixteen purposes, against five in the American rule.<\/div><\/details><details><summary>What is the difference between a special flight permit and a permit to fly?<\/summary><div class=\"a\">The American permit is a single approval covering five purposes, aimed mainly at moving, selling or testing an aircraft. The European permit is issued in two steps, with the flight conditions approved first under 21.A.710 and the permit issued afterwards under 21.A.711, and it covers sixteen purposes including air shows, record attempts and aircraft that can never hold a certificate of airworthiness.<\/div><\/details><details><summary>How long does an EASA permit to fly last?<\/summary><div class=\"a\">A permit to fly is issued for a maximum of twelve months under 21.A.723, and remains valid only while its conditions are met and the aircraft stays on the same register. The exception is a permit issued for the purpose in 21.A.701(a)(15), which may be issued for unlimited duration and which transfers with the aircraft if ownership changes.<\/div><\/details><details><summary>How do vintage and ex-military jets stay legal in Europe?<\/summary><div class=\"a\">Usually through purpose 15 of 21.A.701(a), the clause covering non-commercial flying of aircraft for which a certificate of airworthiness is not appropriate. EASA guidance describes these as orphan aircraft with no surviving type-certificate holder, or aircraft that were previously flown under national permit systems. It is the route that keeps many 1950s types airworthy rather than static.<\/div><\/details><details><summary>Can I fly in a de Havilland Vampire?<\/summary><div class=\"a\">Yes. MiGFlug offers flights in a two-seat de Havilland Vampire in the United Kingdom, near London, in one of the first generation of jet fighters to enter RAF service. Details and current pricing are on the <a href=\"https:\/\/migflug.com\/flights-prices\/vampire-flight-near-london\/\">Vampire flight page<\/a>.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What is a special flight permit?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A special flight permit is an FAA authorisation under 14 CFR 21.197 that lets an aircraft fly when it does not currently meet applicable airworthiness requirements but is still capable of safe flight. The regulation lists five purposes, including flying to a base for repairs or maintenance, delivery or export, production flight testing, evacuation from impending danger, and customer demonstration flights.\"}},{\"@type\":\"Question\",\"name\":\"Is a ferry permit the same as a special flight permit?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Yes, they are the same document. Ferry permit is industry slang, and even the FAA uses it informally, but the word ferry does not appear anywhere in 14 CFR Part 21. The regulation only ever calls it a special flight permit. Part 91 does use the term ferry flight, but in 91.611, which covers flying with one engine inoperative and is unrelated.\"}},{\"@type\":\"Question\",\"name\":\"What are the limitations of a special flight permit?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The permit carries operating limitations written from the applicant\u2019s own description of what does not comply, and it may restrict the route, the crew and the carriage of passengers. Critically, an FAA special flight permit is not an authorisation to deviate from the requirements of 14 CFR Part 91. It replaces the airworthiness certificate, not the operating rules.\"}},{\"@type\":\"Question\",\"name\":\"How do you apply for an FAA special flight permit?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Under 21.199 the applicant submits a statement giving the purpose of the flight, the proposed itinerary, the crew required, the ways in which the aircraft does not comply with airworthiness requirements, and any restrictions needed for safe operation. Applications go through the FAA online airworthiness certification tool or on paper using Form 8130-6, and Designated Airworthiness Representatives can also issue permits.\"}},{\"@type\":\"Question\",\"name\":\"What is an EASA permit to fly?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A permit to fly is the European equivalent, issued under Part 21 Subpart P of Regulation (EU) No 748\/2012 to aircraft that do not meet, or have not been shown to meet, applicable airworthiness requirements but are capable of safe flight under defined conditions. Point 21.A.701 lists sixteen purposes, against five in the American rule.\"}},{\"@type\":\"Question\",\"name\":\"What is the difference between a special flight permit and a permit to fly?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The American permit is a single approval covering five purposes, aimed mainly at moving, selling or testing an aircraft. The European permit is issued in two steps, with the flight conditions approved first under 21.A.710 and the permit issued afterwards under 21.A.711, and it covers sixteen purposes including air shows, record attempts and aircraft that can never hold a certificate of airworthiness.\"}},{\"@type\":\"Question\",\"name\":\"How long does an EASA permit to fly last?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"A permit to fly is issued for a maximum of twelve months under 21.A.723, and remains valid only while its conditions are met and the aircraft stays on the same register. The exception is a permit issued for the purpose in 21.A.701(a)(15), which may be issued for unlimited duration and which transfers with the aircraft if ownership changes.\"}},{\"@type\":\"Question\",\"name\":\"How do vintage and ex-military jets stay legal in Europe?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Usually through purpose 15 of 21.A.701(a), the clause covering non-commercial flying of aircraft for which a certificate of airworthiness is not appropriate. EASA guidance describes these as orphan aircraft with no surviving type-certificate holder, or aircraft that were previously flown under national permit systems. It is the route that keeps many 1950s types airworthy rather than static.\"}},{\"@type\":\"Question\",\"name\":\"Can I fly in a de Havilland Vampire?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Yes. MiGFlug offers flights in a two-seat de Havilland Vampire in the United Kingdom, near London, in one of the first generation of jet fighters to enter RAF service. Details and current pricing are on the Vampire flight page.\"}}]}<\/script><div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/easa-design-organisation-approval-doa-part-21-subpart-j\/\">EASA Design Organisation Approval: Part 21 Subpart J Explained<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/airworthiness-directives-14-cfr-part-39-four-types-myth\/\">Airworthiness Directives: The Four Types and One Persistent Myth<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/faa-form-8130-3-airworthiness-approval-tag-explained\/\">FAA Form 8130-3: The Airworthiness Approval Tag Explained<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/annual-vs-100-hour-inspection-faa-inspection-authorization\/\">FAA Annual vs 100-Hour Inspection: Why Only an IA Can Sign<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>Share this story Somewhere this morning an aeroplane took off that does not meet its own type design. Perhaps its annual inspection lapsed three weeks ago. Perhaps an airworthiness directive has not been complied with, or a piece of equipment outside the minimum equipment list is unserviceable, or the airframe took damage beyond the published [&hellip;]<\/p>\n","protected":false},"author":25,"featured_media":30525325,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665],"tags":[],"class_list":["post-30527014","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.8 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Special Flight Permit vs Permit to Fly | MiGFlug<\/title>\n<meta name=\"description\" content=\"The FAA special flight permit lists five purposes, the EASA permit to fly sixteen. 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