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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2015 Bombardier Challenger 604
N200QS · Serial 6052
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
- N200QS — Sep 9, 2026 to present
Full FAA Registration Record
| Serial Number (as registered) | 6052 |
|---|---|
| Aircraft Unique ID Number | 01200449 |
| FAA Manufacturer / Model Code | 1390009 |
| Aircraft Engine Type | Turbofan |
| Engine Manufacturer / Model | GE CF34-3B |
| Certification of Aircraft Registration Date | Nov 19, 2025 |
| Airworthiness Certificate Issue Date | Dec 16, 2015 |
| Airworthiness Classification | Standard (Transport) |
| Registration Status | Currently Registered |
| Aircraft Registration Expiration Date | Nov 30, 2032 |
| Last FAA Update | Oct 6, 2026 |
| Weight Class | CLASS 3 |
| TC Data Sheet | — |
| TC Data Holder | — |
Accident & Incident History (NTSB)
No NTSB accident or incident record found for this aircraft.
See NTSB history for every Bombardier Challenger 604 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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UNKNOWN
Jun 12, 2023 (possible match)
ON CLIMB OUT, LT FAN VIBRATION TURNED YELLOW AT 2.7 MUKTIPLE TIMES. PULLED POWER BACK & LEVELED OFF EARLY AND CALLED MCC. DECISION WAS MADE TO DIVEST TO TEB. DURING CRUISE AT 350 AND .78. LT FAN VIB STAYED GREEN, BUT READ 2.2 WHULE RT FAN VIB READ 1.3. REMOVED LH ENGINE ACCELEROMETER & INSTALLED ON RT ENGINE. REMOVED RT ENGINE ACCELEROMETER & INSTALLED ON LT ENGIINE IAW AMM 77-31-01. PERFORMED IDLE RUNS AND PERFORMED ENG VIBRATION OPS CHECK , OPS CHECKED GOOD. REPOSITIONED AIRCRAFT TO RUN UP PAD. PERFORMED HIGH POWER RUNS SINCE ISSUE HAPPENED AT CLIMB OUT. WHILE PERFORMING HIGH POWER RUNS NOTCED LT & RT ENGINE VIBRATION TO BE WITHIN LIMITS.
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CONDENSER
Jun 2, 2021 (possible match)
COCKPIT ODOR: AFTER TAKEOFF AND BLEED AIR TRANSFER WE NOTICED A MUSTY SMELL IN THE AIR-CONDITIONING SYSTEM. INSPECTED ACM SYSTEM WITH NO DEFECTS NOTED. REMOVED WATER SOCKS, FOUND THEM DIRTY AND TO HAVE ODOR. REINSTALLED SOCKS,. RAN APU, AND BOITH ENGINES. SWAPPED BETWEEN THE THREE BLEED SYSTEMS WITH THE SAME ODOR NOTED IN THE SOCKS PRESENT REGARDLESS OF WHICH BLEED SOURCE WAS USED. PLACED SOCKS ON ORDER. REF CL 650 AMM 21-51-13. REPLACED BOTH CONDENSOR BAGS IN REF TO CL-650AMM 21-51-13. OPS, LEAK AND SMELL CHECK GOOD.
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AUTOTHROTTLE SYS
Feb 10, 2018 (possible match)
ENROUTE, AUTOTHROTTLES FAILED. SEVERAL AVIONICS ANOMALIES OCCURRED SIMULTANEOUSLY. LEFT DISPLAY MENU WOULD NOT DISPLAY MFD MAP NOR TEXT . LEFT MFD MAP DISPLAY WINDOW DOES NOT WORK. PERFORMANCE LANDING SPEEDS WILL NOT SEND. FLIGHT ATTENDANT REPORTED AN ELECTRIC ODOR IN THE CABIN SHORTLY AFTER THE PROBLEM WAS NOTICED. PERFORMED AN AUTOTHROTTLE OPS CHECK, AND FUNCTIONAL TEST OF THE AUTOTHROTTLE COMPUTER , NO DISCREPANCIES NOTED. BORESCOPED THE APU COMPRESSOR CARBON SEAL FOR OIL LEAK, NO LEAKS NOTED. INSPECTED THE CONVECTION OVEN, MICROWAVE. AND CHILLER AND FAN. NO DISCREPANCIES NOTED. NO FURTHER ACTIONS NEEDED. WORKED IAW MM 22-30-01-720-802, SMM 25-30-03 AND MM 22-30-00-710-803.
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.
No FAA AIDS incident reports found for this aircraft.
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.
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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.