Aircraft Research
Look up any FAA-registered aircraft by N-number or serial number, browse aggregate safety and maintenance records by year, manufacturer, and model, or search the registry for aircraft matching specific safety criteria — all free, no account needed.
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1978 Cessna 340
N200GC · Serial 340A0503
Currently Registered as of Oct 6, 2026Manufacturer-certified specifications for this aircraft type — not a claim about this specific airframe's current configuration.
N-Number History
- N200GC — Sep 9, 2026 to present
Full FAA Registration Record
| Serial Number (as registered) | 340A0503 |
|---|---|
| Aircraft Unique ID Number | 00150862 |
| FAA Manufacturer / Model Code | 2076405 |
| Aircraft Engine Type | Reciprocating |
| Engine Manufacturer / Model | CONT MOTOR TSIO-520 SER |
| Certification of Aircraft Registration Date | May 20, 2016 |
| Airworthiness Certificate Issue Date | May 25, 1978 |
| Airworthiness Classification | Standard (Normal) |
| Registration Status | Currently Registered |
| Aircraft Registration Expiration Date | May 31, 2029 |
| Last FAA Update | Oct 6, 2026 |
| Registration Country | US |
| Registration State | MA |
| Weight Class | CLASS 1 |
| TC Data Sheet | — |
| TC Data Holder | — |
| FAA AIDS Report | 20031124032679A |
Accident & Incident History (NTSB)
-
Accident
Nov 24, 2003 — Poplar Bluff, MO
NTSB event number CHI04LA038 — view NTSB's investigation summary for what NTSB found.
See NTSB history for every Cessna 340 on file → (FAA-registered and foreign/military aircraft, combined)
Service Difficulty Reports (FAA)
Filing a Service Difficulty Report is required by law for repair stations, aircraft manufacturers, and airlines, but is largely voluntary for privately owned, individually operated aircraft. A blank result below reflects who's required to report a defect, not necessarily a clean maintenance history — and conversely, reports on file are rarely the complete picture for an aircraft that's mostly been privately maintained.
No FAA Service Difficulty Reports found for this aircraft.
Reported Incidents (FAA AIDS)
The FAA's Accident/Incident Data System tracks events below the damage/injury threshold that makes something an NTSB-investigated accident — mostly minor incidents that never became a full NTSB case. A report below marked "Accident" may be the same event already shown above under NTSB; that overlap is expected, not a data error.
-
Accident
Nov 24, 2003 — POPLAR BLUFF, MO (possible match)
General Information
- N-Number (as reported)
- 200GC
- Event Time
- 08:00
- Airport
- POPLAR BLUFF MUNICIPAL ARPT
- Mid Air Collision
- Not A Midair
- Flight Phase
- Roll-Out (Fixed Wing)
Aircraft Information
- Damage
- Substantial
- Aircraft (as reported)
- CESSNA 340A
- Flight Conducted Under
- GENERAL OPERATING RULES
- Engine (as reported)
- CONT TSIO520NB
- Operator
- —
- Total Aboard
- 2
- Injuries
- 0 fatal, 0 non-fatal
Pilot In Command
- PIC Flight Time Total Hours
- 12,517
- PIC Flight Time Total Make/Model Hours
- 513
- PIC Flight Time Hours (Last 90 Days)
- 138
Event Remarks
(-23) ON NOVEMBER 24, 2003 AT APPROXIMATELY 08:00 AM, A CESSNA 340A, REGISTRATION NUMBER N200GC, SERIAL NUMBER C340A-0503, ON A FLIGHT FROM JEFFERSON CITY, MISSOURI (JEF) TO POPLAR BLUFF, MISSOURE (POF) LANDED ON RUNWAY 36, AND SUBSEQUENTLY RAN OFF THE RUNWAY, COMING TO REST LEFT OF THE RUNWAY IN THE GRASS NEAR A RICE FIELD, NO INJURIES WERE REPORTED, THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE. ON NOVEMBER 24, 2003 AT 10:25 AM THE ST. LOUIS FLIGHT STANDARDS DISTRICT OFFICE RECEIVED A TELEPHONE CALL FROM ^PRIVACY DATA O^ REGARDING A CESSNA 340A, REGISTRATION NUMBER N200GC HAD RUN OFF THE RUNWAY AT POF. ^PRIVACY DAT^ HAD ASKED TO MOVE THE AIRCRAFT, AUTHORIZATION TO MOVE THE AIRCRAFT WAS GIVEN BY ^PRIVACY DATA OM^ SUPERVISOR. THE AIRCRAFT WAS REMOVED FROM THE MUD ON NOVEMBER 26, 2003. ON NOVEMBER 24, 2003 AT 10:30 AM, THE ST. LOUIS FLIGHT STANDARDS DISTRICT OFFICE RECEIVED A TELEPHONE CALL FROM MR. LARRY MARSHALL (PIC N200GC). MR. MARSHALL SUBMITTED A STATEMENT VIA FAX. MR. MARSHALL STATED THAT ON SHORT FINAL AND THROUGHOUT LANDING ROLL HE HAD NO RIGHT RUDDER CONTROL. WHEN AIRCRAFT CAME TO REST MR. MARSHALL STATED THAT HE LOOKED AT THE RUDDER PEDALS, AND THEY APPEARED TO BE IN THE NORMAL POSITION. MR. MARSHALL'S FULL NARRATIVE STATEMENT IS ON FILE. A REVIEW OF AIRCRAFT MAINTENANCE RECORDS SHOWS CURRENT ANNUAL INSPECTION, TRANSPONDER AND ELT. A REVIEW OF PILOT CREDENTIALS SHOWS CURRENCY IN THE AIRCRAFT, AND SATISFACTORY RESULTS REGARDING BIENNIAL FLIGHT REVIEW AND MEDICAL CERTIFICATE. NO VIOLATIONS OF FEDERAL AVIATION REGULATIONS WERE FOUND. ON DECEMBER 4, 2003 AN INSPECTOR FROM THE STL FSDO TRAVELED TO POF, THE FOLLOWING FACTS WERE OBTAINED DURING THE INVESTIGATION. THE AIRCRAFT (N200GC) LANDED ON INTENDED RUNWAY 36. ATMOSPHERIC CONDITIONS AT THE TIME WERE: 10SM AND CLEAR, TEMPERATURE 31DEGREESF, WIND 320 AT 6KTS. RUNWAY 36 AT POF IS 5007 X 100 FT. ASPHALT/CONCRETE, IN GOOD CONDITION, 300 FT DISPLACED THRESHOLD, VASI LIGHTS LOCATED AT 1300FT FROM THE APPROACH END OF RUNWAY 36. N200GC TOUCHED DOWN APPROXIMATELY 1200FT FROM THE APPROACH END OF THE RUNWAY AND APPROXIMATELY 5FT LEFT OF CENTERLINE AS DETERMINED BY VISIBLE TIRE MARKS ON THE RUNWAY SURFACE. N200GC CONTINUED IT'S LANDING ROLLOUT VEERING LEFT FOR APPROXIMATLEY 480FT WHERE IT EXITED THE RUNWAY AND TRAVELED THROUGH TALL GRASS AND SOFT TURF, LEAVING RIGHT MLG TRACKS ALL THE WAY TO THE POINT OF STOPPAGE, LEAVING LEFT MLG TIRE RUT AT 566FT AND A NOSE WHEEL TIRE RUT AT 596FT. THE AIRCRAFT CAME TO REST APPROXIMATELY 1,076FT FROM TOUCHDOWN, WHERE IT CONTACTED AN EMBANKMENT AT THE BASE OF A RICE FIELD. UPON INSPECTION OF THE AIRCRAFT THE FOLLOWING DAMAGE WAS NOTED. LEFT AND RIGHT THREE BLADED PROPELLERS BOTTOM BLADES BENT BACK FROM IMPACT WITH EMBANKMENT. NOSE LANDING GEAR PULLED OUT OF TRUNNION SUPPORTS AND FULL LEFT DEFLECTION FROM IMPACT WITH EMBANKMENT. BUCKLING OF NOSE LANDING GEAR RIGHT WHEEL WELL WALL. PUNCTURE HOLE ON LEFT SIDE NOSE FUSELAGE SKIN. NOSE LANDING GEAR DOORS CRUSHED. RIGHT SIDE FUSELAGE AFT OF NOSE BAGGAGE DOOR SHOWS SKIN BUCKLING. TAIL CONE ASSEMBLY IS BROKEN IN NUMEROUS PLACES. RUDDER EXHIBITS A SMALL DENT ON THE LEFT BOTTOM EDGE OF THE RUDDER SKIN, APPROXIMATELY 2 INCHES IN LENGTH AND BENT DOWN AND TO THE RIGHT. THE WINGS, AILERONS, FLAPS, HORIZONTAL STABILIZER, ELEVATOR AND VERTICAL STABILIZER SHOWED NO EVIDENCE OF DAMAGE. INSPECTION OF FLIGHT CONTROL FREEDOM OF MOVEMENT YIELDED THE FOLLOWING RESULTS. ROLL AXIS: AILERON LEFT AND RIGHT MOTION IS FREE TO MOVE, NO BINDING, NO INTERFERENCE. PITCH AXIS: THE ELEVATOR IS FREE TO MOVE, NO BINDING, NO INTERFERENCE. YAW AXIS: THE RUDDER PEDALS AND RUDDER ARE FREE TO MOVE FROM STOP TO STOP LEFT AND RIGHT, NO BINDING, NO INTERFERENCE. UPON FURTHER INVESTIGATION AND CONVERSATIONS WITH TIM SORENSEN (NTSB), A DETERMINATION OF ACCIDENT CAUSE CANNOT BE DETERMINED.
FAA AIDS report 20031124032679A
Registration data, N-number history, and manufacturer type specs come from the FAA. Accident/incident history comes from the NTSB, matched by N-number (older records are cross-checked against this aircraft's registration history where possible — see the "possible match" note above for the residual cases we can't fully confirm). Service difficulty reports come from the FAA's own SDR program. Reported incidents come from the FAA's Accident/Incident Data System (AIDS), matched by N-number. None of this is a substitute for reviewing an aircraft's logbooks and maintenance records before purchase.
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FAA's own deregistration data doesn't include a reason code (no "sold," "destroyed," or "scrapped" field), and its Registration Status values (shown in the results below) run almost entirely "Unknown" in practice — not a useful way to narrow this list. NTSB Accident History instead filters by whether that specific airframe has an NTSB accident or incident on record, and whether any of them marked it Destroyed — the closest signal this report can offer for whether an aircraft's exit from the registry followed an accident. FAA AIDS History filters the same way using FAA's own Accident/Incident Data System records instead, matched by that airframe's event type (Incident/Accident) and reported damage.
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Frequently Asked Questions
What's the difference between an NTSB report and an FAA AIDS report?
The NTSB investigates accidents and serious incidents — events that meet a specific federal damage or injury threshold. FAA's Accident/Incident Data System (AIDS) tracks events that fall below that threshold: mostly minor incidents that were reported to the FAA but never rose to the level of a full NTSB investigation. Because both systems can end up recording the same real-world event, a report marked "Accident" under FAA AIDS may be the very same event already shown above under NTSB — that overlap is expected, not a data error.
What does "(possible match)" mean next to a report?
Every NTSB, FAA Service Difficulty, and FAA AIDS record is linked to a specific aircraft by its N-number (and, when available, its manufacturer serial number). A record is marked "confirmed" when our own tracked registration history shows this exact airframe held that N-number on the date of the event. It's marked "(possible match)" when we can't fully verify that — most often because the event happened further back than our registration history reaches. N-numbers get reassigned to a completely different aircraft over the decades, so a "possible match" is our best available inference, not a certainty.
My aircraft shows no FAA Service Difficulty Reports (SDRs) — does that mean it has a clean maintenance history?
Not necessarily. Filing a Service Difficulty Report is required by law for repair stations, aircraft manufacturers, and airlines, but it's largely voluntary for privately owned, individually operated aircraft. A blank SDR result reflects who's required to report a defect, not necessarily a clean maintenance history.
My aircraft shows no NTSB or FAA AIDS records — is that unusual?
No — it's the common case. The large majority of aircraft never appear in either system at all. An empty result under Accident & Incident History (NTSB) or Reported Incidents (FAA AIDS) simply means no event of that kind is on file for this airframe; it isn't a sign that data is missing.
Does a clean record on this page mean the aircraft is safe to buy?
No. This page reflects only what's on file in federal public records — it isn't a substitute for reviewing an aircraft's own logbooks and maintenance records, and ideally having a qualified mechanic perform a pre-purchase inspection, before you buy.
Where does this data come from, and how current is it?
Registration data, N-number history, and manufacturer type specs come from the FAA's own registry. Accident and incident history comes from the NTSB. Service difficulty reports come from the FAA's SDR program. Reported incidents come from the FAA's Accident/Incident Data System (AIDS). All four are public federal records that we import and refresh on an ongoing basis, so newly filed reports appear over time — but there's typically some lag between when the FAA or NTSB publishes a record and when it shows up here.