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.
Search for Full FAA Registration and Aircraft Details Record Look up one specific aircraft by N-number or serial number — full FAA registration and airworthiness details, N-number history, and its accident/service-difficulty history.
1976 Beechcraft King Air 200
N200NY · Serial BC-25
Currently Registered as of Oct 16, 2026Manufacturer-certified specifications for this aircraft type — not a claim about this specific airframe's current configuration.
N-Number History
- N200NY — Sep 9, 2026 to present
Full FAA Registration Record
| Serial Number (as registered) | BC-25 |
|---|---|
| Aircraft Unique ID Number | 00206341 |
| FAA Manufacturer / Model Code | 1152903 |
| Aircraft Engine Type | Turboprop |
| Engine Manufacturer / Model | P&W PT6A SER |
| Certification of Aircraft Registration Date | May 7, 1997 |
| Airworthiness Certificate Issue Date | Jun 17, 1997 |
| Airworthiness Classification | Standard (Normal) |
| Registration Status | Currently Registered |
| Aircraft Registration Expiration Date | Jun 30, 2027 |
| Last FAA Update | Oct 16, 2026 |
| Registration Country | US |
| Registration State | NY |
| Weight Class | CLASS 2 |
| TC Data Sheet | — |
| TC Data Holder | — |
| FAA AIDS Report | 19840516028239I |
Accident & Incident History (NTSB)
No NTSB accident or incident record found for this aircraft.
See NTSB history for every Beechcraft King Air 200 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.
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BEARING
Mar 27, 2019
OPERATOR NOTED INTERMITTENT LANDING GEAR HANDLE UNLOCK LIGHT INDICATION IN FLIGHT, WITH THE LT LANDING GEAR DOORS NOT COMPLETELY CLOSED. MX PERSONNEL NOTED A SLIGHT RIGGING POSITION CHANGE IN THE MECHANICAL LANDING GEAR SYSTEM LT GEAR "UP" AND "DOWN" POSITIONS. FURTHER INVESTIGATION FOUND THE LT LANDING GEAR RETRACT ACTUATOR OUTBOARD SUPPORT BEARING HAD LOST MOST OF ITS BALLS AND THE OUTER BEARING RACE WAS SPLIT IN THREE PIECES. THIS ALLOWED POSITION SHIFT OF THE ACTUATOR IN UP AND DOWN POSITIONS AS THE ACTUATOR TILTED ON THE REMAINING BEARING. REPAIR INCLUDED INSTALLATION OF NEW ACTUATOR SUPPORT BEARINGS(2), NEW BEARING SUPPORT PLATES (2), AND LANDING GEAR RIGGING. NO CAUSE WAS FOUND FOR BEARING FAILURE.
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COMPUTER
Feb 5, 2009
A NEW AUTOPILOT SYS WAS INSTALLED ON 2/5/09 AT ACTT 15821.5. PERFORMANCE OF AUTOPILOT WHICH IS CERTIFIED FOR CATEGORY 1 APPROACHES IS VERY POOR AND ERRATIC. AUTOPILOT WILL FLY THE ACFT AS MUCH AS 2 DOTS OFF LATERALLY FROM THE RUNWAY CENTER LINE. AUTOPILOT ALSO HAS PROBLEMS MAINTAINING THE PROPER GLIDE PATH. OFTEN IT WILL ALLOW THE ACFT TO DROP BELOW THE GLIDE PATH. THE MFG HAS CONFIRMED OUR PROBLEMS (AND OTHER OPERATORS OF THE SAME EQUIPMENT) AND HAVE BEEN RELUCTANT OR SLOW IN RESPONDING TO THE PROBLEM. MFG ATTRIBUTES THE PROBLEM TO A CHANGE IN HARDWARE INSIDE THE COMPUTER AND SAYS THEY NEED TO REWRITE SOFTWARE THAT PROCESSES THE DATA. THIS SAME SYS WAS INSTALLED IN OUR ACFT ON 5/27/08 AND IN JUNE OF 2008 WE STARTED COMPLAINING TO MFG (AND THE INSTALLER) ABOUT THE POOR PERFORMANCE DURING ILS APPROACHES. HAVE ASKED MFG IF THEY WERE GOING TO ISSUE A SAFETY NOTICE TO THEIR CUSTOMERS WHO BOUGHT THE SYS AND THEIR RESPONSE WAS "WE ARE CONSIDERING DOING THAT". THIS IS A SAFETY ISSUE THAT NEEDS TO BE ADDRESSED.
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HOSE
Oct 31, 1997
ACFT MILES FROM DESTINATION WHEN CREW NOTICED CABIN TEMP WAS HIGH. CABIN CONTROL WAS ON 'AUTO MODE'. CHANGING TO 'MANUAL MODE' AND TOGGLING DOWN TEMPERATURE RESULTED IN A LOUD POP OR BANG THOUGHT TO BE RAPID DECOMPRESSURIZATION. A MIST FORMED IN THE CABIN, SMOKE ISSUED FROM OVERHEAD VENTS, AND STRONG OIL SMELL UPSET OCCUPANTS. EMERGENCY DECLARED. UNEVENTFUL LANDING ACCOMPLISHED. FWD EVAPORATOR FOUND RUPTURED IN CAPILLARY/COOLING FIN AREA IN CENTER OF EVAPORATOR. FURTHER INVEST FND AIR COND SUCTION AND DISCHARGE LINES INSTALLED REVERSED WHEN REPLACED WITH NEW 4.5 HRS PREVIOUSLY. REPAIR STATION REPLACED HOSE, INSPECTOR DOUBLE INSPECTED.
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.
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Incident
May 16, 1984 — RONKOMKOMA, NY (possible match)
General Information
- N-Number (as reported)
- 200NY
- Event Time
- 06:45
- Airport
- MCARTHUR
- Mid Air Collision
- Not A Midair
- Flight Phase
- Takeoff Ground Roll
Aircraft Information
- Damage
- —
- Aircraft (as reported)
- BEECH 200BEECH
- Flight Conducted Under
- GENERAL OPERATING RULES
- Engine (as reported)
- —
- Operator
- WJCA
- Total Aboard
- —
- Injuries
- 0 fatal, 0 non-fatal
Pilot In Command
- PIC Flight Time Total Hours
- 11,049
- PIC Flight Time Total Make/Model Hours
- 264
- PIC Flight Time Hours (Last 90 Days)
- 80
Event Remarks
FIRST OFFICER SUFFERED A UNCONTROLLABLE MEDICAL PROBLEM WHILE MAKING THE TAKEOFF. CAPTAIN ABORTED THE TAKEOFF.
FAA AIDS report 19840516028239I
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.
Search for Safety and Maintenance Records by Year, Make and Model of Aircraft See aggregate NTSB accident/incident history, FAA Service Difficulty Reports and FAA Accident/Incident Data System Reports across every aircraft of a given year, manufacturer, and/or model — not just one airframe.
Pick at least a Year or a Manufacturer to get started.
Pick a Year or Manufacturer above to see its safety and maintenance record.
Search for Aircraft by Safety History Search the whole registry at once for year/manufacturer/model combinations that match specific safety and maintenance criteria you choose.
Find every year/manufacturer/model combination matching the safety and maintenance criteria below — pick at least one filter to search on.
Search for Deregistered and Out-of-Service Aircraft List the individual aircraft of a given year, manufacturer, and/or model that FAA no longer lists as an active (Valid) registration, along with N-number and whatever FAA registration status and NTSB accident history we have on record for each.
Optionally narrow by Year, Manufacturer, Model, and/or NTSB Accident History or FAA AIDS History below — leave everything at "All"/"Any" to browse every deregistered or out-of-service aircraft on file.
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.
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