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 Mooney M20J 201
N201BN · Serial 24-0425
Currently Registered as of Oct 14, 2026Manufacturer-certified specifications for this aircraft type — not a claim about this specific airframe's current configuration.
N-Number History
- N201BN — Sep 9, 2026 to present
Full FAA Registration Record
| Serial Number (as registered) | 24-0425 |
|---|---|
| Aircraft Unique ID Number | 00740902 |
| FAA Manufacturer / Model Code | 5870219 |
| Aircraft Engine Type | Reciprocating |
| Engine Manufacturer / Model | LYCOMING I0360 SER |
| Certification of Aircraft Registration Date | Mar 27, 2023 |
| Airworthiness Certificate Issue Date | Jan 18, 1978 |
| Airworthiness Classification | Standard (Normal) |
| Registration Status | Currently Registered |
| Aircraft Registration Expiration Date | Mar 31, 2030 |
| Last FAA Update | Oct 14, 2026 |
| Registration Country | US |
| Registration State | TN |
| Weight Class | CLASS 1 |
| TC Data Sheet | — |
| TC Data Holder | — |
| FAA AIDS Report | 20121221029239I |
Accident & Incident History (NTSB)
No NTSB accident or incident record found for this aircraft.
See NTSB history for every Mooney M20J 201 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.
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Incident
Dec 21, 2012 — ROME, GA (possible match)
General Information
- N-Number (as reported)
- 201BN
- Event Time
- 11:27
- Airport
- RICHARD B RUSSELL AIRPORT
- Mid Air Collision
- Not A Midair
- Flight Phase
- Landing: Touchdown
Aircraft Information
- Damage
- Minor
- Aircraft (as reported)
- MOONEY M20J
- Flight Conducted Under
- GENERAL OPERATING RULES
- Engine (as reported)
- LYCOMING I0360 SER
- Operator
- —
- Total Aboard
- 2
- Injuries
- 0 fatal, 0 non-fatal
Pilot In Command
- PIC Flight Time Total Hours
- 812
- PIC Flight Time Total Make/Model Hours
- 501
- PIC Flight Time Hours (Last 90 Days)
- 16
Event Remarks
ON DECEMBER 21, 2012 AT 1620PM APPROXIMATELY, AN INSPECTOR FROM THIS OFFICE ARRIVED AT RICHARD B. RUSSELL AIRPORT- ROME GA (RMG) TO INVESTIGATE A GEAR UP LANDING OF N201BN A MOONEY M20J AIRCRAFT. UPON ARRIVAL THE POINT OF CONTACT, MR. MIKE MATHEWS THE AIRPORT MANAGER AND THIS INSPECTOR PROCEEDED TO THE TIE DOWN AREA WHERE THE AIRCRAFT WAS LOCATED. THE AIRCRAFT IS REGISTERED TO ^PRIVACY DATA OMITTED^. ACCORDING TO STATEMENTS FROM INDIVIDUALS THAT SPOKE TO ^PRIVACY DATA OMITTED^ THE FOLLOWING TOOK PLACE. WHILE ATTEMPTING TO LAND AT ROME GA. ON RUNWAY 01 WITH STRONG AND VARIABLE CROSSWINDS THE PIC MR. POSEY FORGOT TO LOWER THE LANDING GEAR AND THE AIRCRAFT SKIDDED TO A STOP. ^PRIVACY DATA OMITTED^ WAS ACCOMPANIED BY A FEMALE PASSENGER AND NO INJURIES WERE NOTED TO FIRST RESPONDERS. THE AIRCRAFT WAS INSPECTED AND REVEALED DAMAGES CONSISTENT WITH A GEAR RETRACTED LANDING. THE FLAPS AND TRACKS WERE NOT DAMAGED INDICATING A LOW FLAP SETTING. THE PROPELLER WAS DAMAGED BY GROUND CONTACT. DAMAGED WAS NOTED ON THE BELLY IN THE FORWARD SECTION AREA. THE PRIMARY STRUCTURE DID NOT APPEAR TO BE INVOLVED. THE INFORMATION WAS PROVIDED TO THE NTSB AND IT WAS AGREED THAT THE EVENT WILL BE IDENTIFIED AS AN INCIDENT. ^PRIVACY DATA OMITTED^ WAS NOT PRESENT FOR AN INTERVIEW AND SEVERAL MESSAGES HAVE BEEN LEFT. ACCORDING TO THE NTSB, THE OWNER DID SPEAK WITH THEM. 1. THE PIC ^PRIVACY DATA OMITTED^ HOLDS A CURRENT PRIVATE PILOT CERTIFICATE ^PRIVACY DATA OMITTED^ WITH AIRPLANE SINGLE ENGINE LAND RATING AND INSTRUMENT RATING. 2. SEVERAL MESSAGES HAVE BEEN LEFT WITH ^PRIVACY DATA OMITTED^ TO DATE WITH NO RESPONSE. 4. AT THE TIME OF THE ACCIDENT THE AIRCRAFT HAD ACCUMULATED 1745 HOURS ON THE HORIZON INSTRUMENTS DIGITAL TACH. AND .88 ADDITIONAL HOURS FROM NC TO RMG. AT THE REQUEST OF THIS INSPECTOR, FAA OPERATIONS INSPECTORS REVIEWED THE STATEMENTS AND AGREED THAT A 44-709 REEXAMINATION WOULD BE APPROPRIATE.
FAA AIDS report 20121221029239I
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.
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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.
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