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1994 EASTER WILLIAM CRAIG PRESCOTT PUSHER
N200SX · Serial 100
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
- N200SX — Sep 9, 2026 to present
Full FAA Registration Record
| Serial Number (as registered) | 100 |
|---|---|
| Aircraft Unique ID Number | 00214962 |
| FAA Manufacturer / Model Code | 05625M4 |
| Aircraft Engine Type | Reciprocating |
| Engine Manufacturer / Model | LYCOMING 0-540 SERIES |
| Certification of Aircraft Registration Date | Mar 17, 2015 |
| Airworthiness Certificate Issue Date | Jul 3, 1996 |
| Airworthiness Classification | Experimental (code: 2) |
| Registration Status | Currently Registered |
| Aircraft Registration Expiration Date | Mar 31, 2028 |
| Last FAA Update | Oct 6, 2026 |
| Registration Country | US |
| Registration State | FL |
| Weight Class | CLASS 1 |
| TC Data Sheet | — |
| TC Data Holder | — |
| FAA AIDS Report | 20090418008649I |
Accident & Incident History (NTSB)
No NTSB accident or incident record found for this aircraft.
See NTSB history for every EASTER WILLIAM CRAIG PRESCOTT PUSHER 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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EXHAUST PIPE
Apr 18, 2009 (possible match)
WHILE FLYING PART OF THE EXHAUST PIPE ON THE PILOT SIDE SEPARATED FROM THE PLANE. THE BREAK OCCURRED AT THE WELD JOINT WHERE THE LAST HEADER JOINED THE MAIN PIPE. THIS EXHAUST SYS WAS A CUSTOM BUILT EXHAUST WITH NO SLIP JOINTS OR SUPPLEMENTAL SUPPORTS. THE SYS HAD LESS THAN 5 HOURS TACH TIME SINCE INSTALLED. SUBSEQUENT INSP OF THE EXHAUST PIPE ON THE PASSENGER SIDE REVEALED CRACKS AROUND THE SAME HEADER WELDS. IN BOTH CASES THE CRACKS WERE MASKED BY HEAT SHIELD TAPE AND/OR CARB HEAT MUFF. THIS FAILURE RESULTED IN A FIRE IN THE ENGINE COMPARTMENT WHICH BURNED THE INSULATION OFF THE WIRING, GROUNDING THE P-LEADS AND KILLING THE ENGINE. OTHER RUBBER AND ELASTIC COMPONENTS ALSO BURNED. (K)
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PRESSURE SWITCH
Apr 18, 2009 (possible match)
WHILE PERFORMING VARIOUS TEST FLIGHTS, PERFORMED SLOW FLIGHT AND EXTENDED LANDING GEAR. THE GEAR FAILED TO COMPLETELY EXTEND WITH ONLY THE PILOT SIDE MAIN GEAR SHOWING GREEN LIGHT. THE GEAR WAS CYCLED A COUPLE OF TIMES WITH NO IMPROVEMENT. COMPENSATING MANEUVERS WERE FLOWN WHICH SUCCEEDED IN LOCKING THE PASSENGER SIDE MAIN IN THE DOWN POSITION, BUT THE NOSE GEAR WOULD NOT LOCK DOWN. SUBSEQUENT FAILURE OF THE EXHAUST SYSTEM RESULTING IN AN ENGINE FIRE AND FAILURE DID NOT PERMIT TIME TO PERFORM EMERGENCY BLOW-DOWN OR THE GEAR. UPON LANDING THE NOSE GEAR COLLAPSED. TESTING SHOWED THE PRESSURE SWITCH WAS SHUTTING OFF BEFORE THE ADEQUATE PRESSURE COULD EXTEND THE GEAR AGAINST THE WIND LOAD. THIS GEAR HAD EXTEND FINE IN PREVIOUS FLIGHTS. IN CHECKING WITH THE PREVIOUS OWNER, IT WAS DISCOVERED THAT HE HAD ALSO HAD PROBLEMS WITH THIS SWITCH AND HAD CONNECTED GAUGES TO THE SYS AND RAN TESTS WHICH SHOWED INCONSISTENT RESULTS. THE PRESSURE SWITCH APPARENTLY IS NOT RELIABLE FOR CONSISTENT RESULTS. THIS GEAR SYS CONSIST OF AN ELECTRICALLY DRIVEN HYDR PUMP WITH PISTONS AT EACH GEAR. THERE ARE MICRO-SWITCHES WHICH PROVIDE FEEDBACK TO THE SYS TO VALIDATE THE GEAR POSITION. THERE IS ALSO A BYPASS RELAY THAT IS SUPPOSED TO ENSURE NOSE GEAR EXTENSION BUT THAT APPEARED TO BE FAULTY AS WELL. (K)
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
Apr 18, 2009 — COLUMBUS, OH (possible match)
General Information
- N-Number (as reported)
- 200SX
- Event Time
- 17:39
- Airport
- BOLTON FIELD
- Mid Air Collision
- Not A Midair
- Flight Phase
- Maneuver
Aircraft Information
- Damage
- Minor
- Aircraft (as reported)
- EASTER PRESCOTTPUSH
- Flight Conducted Under
- GENERAL OPERATING RULES
- Engine (as reported)
- LYC O540*
- Operator
- —
- Total Aboard
- 1
- Injuries
- 0 fatal, 0 non-fatal
Pilot In Command
- PIC Flight Time Total Hours
- 0
- PIC Flight Time Total Make/Model Hours
- 0
- PIC Flight Time Hours (Last 90 Days)
- 0
Event Remarks
(-23) THE PILOT STATED THE FOLLOWING, WHILE PERFORMING A TEST FLIGHT, SPECIFICALLY SLOW FLIGHT MANEUVERS, THE GEAR WAS EXTENDED TO VERIFY THE FLIGHT CHARACTERISTIC OF THE AIRCRAFT. AFTER THE GEAR WAS EXTENDED, ONLY THE LEFT MAIN GEAR INDICATION WAS GREEN. I THEN DIVERTED TO BOLTON FIELD (TZR). AFTER REQUESTING A TOWER FLY-BY, IT APPEARED ALL THE GEAR WERE DOWN. AT THAT TIME THE TOWER NOTED "SOMETHING" FELL FROM THE PLANE. ALMOST IMMEDIATELY THE ENGINE BEGAN TO RUN ROUGH AND NOTICED A LOSS OF POWER. AT 1500 FEET THE ENGINE QUIT RUNNING AND SMOKE WAS COMING INTO THE COCKPIT. THE PILOT STATED HE TURNED THE FUEL OFF TO THE ENGINE AND PERFORMED A DEAD STICK LANDING. UPON LANDING THE NOSE GEAR RETRACTED AND THE AIRCRAFT WENT OFF THE RIGHT SIDE OF THE RUNWAY. THERE WAS NO POST INCIDENT FIRE, OR INJURIES TO THE PILOT.
FAA AIDS report 20090418008649I
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.