Why are these airplanes different to ferry?
A taildragger, a STOL airplane or an aerobatic airplane often flies a long cross-country at modest speed, with small fuel tanks, light wing loading and handling that rewards recent practice. None of that makes the trip unsafe, but it changes who should fly it and how it should be planned. It's also why many ferry services turn these airplanes down. They're the work we like best.
What pilot qualifications should I look for?
- A tailwheel endorsement, legally required to act as pilot in command of a tailwheel airplane (14 CFR 61.31(i)). The required training includes normal and crosswind takeoffs and landings, wheel landings (unless the manufacturer recommends against them) and go-around procedures.
- Recent time in tailwheel airplanes, and ideally in your make and model. An endorsement is the legal minimum, not proof of currency.
- Type-specific experience for unusual systems: constant-speed props on a Maule, a Rotax engine on a Kitfox, inverted fuel and oil on an aerobatic airplane.
Our pilots are flight instructors at The Flight Academy of California. Each trip goes to the pilot with the strongest experience in your make and model, and we send that pilot's qualifications with your quote so you and your broker can check them.
How does insurance work for these aircraft?
Policies on tailwheel and aerobatic airplanes often set specific minimums, such as total tailwheel time or time in the make and model, before a pilot is covered. Some require named pilots only. Ask your broker for the pilot requirements on your policy before you book. If our assigned pilot doesn't fit the open-pilot clause, your broker can usually add them as a named pilot for the trip, sometimes within days. We need written approval before we fly.
How do you plan for crosswinds?
Crosswind is the biggest planning variable for a tailwheel airplane. We look at the airplane's demonstrated crosswind component in the POH, the runway layout at every planned stop, and forecast winds and gusts along the way. Then we choose fuel stops with runways that line up with the expected wind, or with more than one runway. On a gusty day the right call is often to wait, and the pilot in command makes that decision every time.
How do short range and slow cruise change the route?
- More, shorter legs. Small tanks mean planning fuel stops more often, keeping a reserve on every leg, and confirming fuel is actually available (and the right type, if the airplane runs on mogas) before relying on a stop.
- Daylight. We plan legs to finish by the end of civil twilight. Slower airplanes cover fewer miles a day, so a trip that takes a fast single one day can take a Citabria two.
- Terrain and density altitude. Routes out of Southern California cross mountains and desert. We compute takeoff and climb performance for each airport and pick passes and altitudes the airplane can comfortably handle.
- Weather margins. Many of these airplanes are VFR-only, so we plan alternates and leave room in the schedule.
What about aerobatic airplanes?
A ferry flight is a delivery, not an aerobatic flight. We fly the airplane straight and level, inside its normal-category or utility limits where it has them, and we check the equipment that matters on a cross-country: harnesses, canopy latches, and the fuel and oil systems. Some aerobatic airplanes are tight on baggage space and fuel range, so we plan for that.
What about experimental and light-sport STOL aircraft?
Many STOL aircraft, like Kitfox, Zenith and Just Aircraft Highlander, are amateur-built experimentals or light-sport aircraft. These carry their own operating limitations, issued with the airworthiness certificate, that a ferry flight has to follow. We ask for a copy with the logbooks. As with any aircraft, an expired condition inspection may mean you need repairs first or a special flight permit.
What does it cost?
As an estimate: a Citabria from Van Nuys (KVNY) to Boise (KBOI) is about 570 nautical miles direct. At around 95 knots that's six to seven hours of flying with three or four fuel stops, which normally means two flying days, one night on the road, and an airline flight home.
| Item | Basis (estimate) | Amount |
|---|---|---|
| Pilot day rate | 2 days × $625 (tailwheel/STOL/aerobatic) | $1,250 |
| Fuel | ≈ 6.5 hours × 7 gal/hr ≈ 46 gal × $7.50 | ≈ $345 |
| Lodging and meals | 1 night plus 2 days of meals (assumed) | ≈ $200–300 |
| Airport fees | Several fuel stops and arrival (assumed) | ≈ $50–150 |
| Pilot travel home | Airline Boise to Burbank plus rideshares (assumed) | ≈ $200–400 |
| Estimated total | ≈ $2,050–2,450 |
Estimate only. These figures are planning estimates, not a quote or a record of a past trip. Fuel is figured at an assumed $7.50 per gallon of 100LL (AirNav listed U.S. and California averages of about $7.28 and $7.71 in early November 2026). Airfare, lodging, meals and fees are assumptions. Your written quote uses your aircraft, route and dates.
See all rates on the pricing page, or read about our tailwheel, STOL and aerobatic ferry service.
How can I help the trip go smoothly?
- Share recent squawks, tire and brake condition, and tailwheel spring and steering condition
- Tell us the fuel burn you actually see and your usable fuel
- Pass along any quirks, like starting procedure, carb heat habits or trim settings
- Leave tie-downs, a control lock and covers in the airplane
The full owner list is in how to prepare your airplane for a ferry flight.
Next steps: see ferry pilot rates, read how a ferry flight works, check the ferry flight FAQ, or request a written quote.