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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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Mooney M20J 201
N201PY · Serial 24-0310
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
- N201PY — Sep 9, 2026 to present
Full FAA Registration Record
| Serial Number (as registered) | 24-0310 |
|---|---|
| Aircraft Unique ID Number | 00920952 |
| FAA Manufacturer / Model Code | 5870219 |
| Aircraft Engine Type | Reciprocating |
| Engine Manufacturer / Model | LYCOMING I0360 SER |
| Certification of Aircraft Registration Date | Jul 12, 2023 |
| Airworthiness Certificate Issue Date | Sep 14, 1977 |
| Airworthiness Classification | Standard (Normal) |
| Registration Status | Currently Registered |
| Aircraft Registration Expiration Date | Jul 31, 2030 |
| Last FAA Update | Oct 6, 2026 |
| Registration Country | US |
| Registration State | SC |
| Weight Class | CLASS 1 |
| TC Data Sheet | — |
| TC Data Holder | — |
| FAA AIDS Reports | 20250926016589I, 19891012060389I |
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.
-
Incident
Sep 26, 2025 — FORT LAUDERDALE, FL (possible match)
General Information
- N-Number (as reported)
- 201PY
- Event Time
- 15:04
- Airport
- FORT LAUDERDALE EXEC
- 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
- Operator
- —
- Total Aboard
- 1
- Injuries
- 0 fatal, 0 non-fatal
Pilot In Command
- PIC Flight Time Total Hours
- 36,165
- PIC Flight Time Total Make/Model Hours
- 25
- PIC Flight Time Hours (Last 90 Days)
- 104
Event Remarks
THE PIC PILOT DESCRIBED IN DETAIL THE HISTORY OF THE AIRCRAFT AND EVENTS THAT TRANSPIRED DURING A PHONE CONVERSATION WITH THE FAA ASI IIC ON 10/28/2025. THE AIRPLANE HAD NOT BEEN OPERATED IN A FEW YEARS AND WAS PURCHASED BY AN INDIVIDUAL IN SOUTH CAROLINA. BEFORE THE AIRCRAFT COULD BE DELIVERED, IT NEEDED REQUIRED INSPECTIONS AND MAINTENANCE TO BE DEEMED AIRWORTHY. THE PIC IN THIS INVESTIGATION WAS ASKED AS A FAVOR TO ARRANGE MAINTENANCE AND POST MAINTENANCE CHECK FLIGHTS, AS NEEDED. THE AIRCRAFT REMAINED IN MAINTENANCE FOR APPROXIMATELY THREE YEARS AFTER PURCHASE. ACCORDING TO THE AIRCRAFT RECORDS, THE ANNUAL INSPECTION PERFORMED ON THE AIRFRAME AND ENGINE WAS COMPLETED WITH A STATEMENT OF AIRWORTHINESS ON 2/23/2025 ACFT TT 4034 TACH: 1577.1. A UAVIONIX TAILBEACON NAV LIGHT ADS-B OUT PN: UAV-1002512-001 WAS INSTALLED DURING MAINTENANCE. FAR 91.411 AND 91.413 INSPECTIONS ARE DUE 11/2025. A NEW PROPELLER WAS INSTALLED. THE PIC NOTED ON THE CHECK FLIGHT AT PMP THAT THE ELEVATORS WERE OUT OF TRIM. THE AIRCRAFT RETURNED TO MAINTENANCE FOR TROUBLESHOOTING. THE AIRCRAFT WAS WEIGHED ON 9/20/2025. MAINTENANCE WAS PERFORMED FOR STABILIZER AND ELEVATOR RIGGING. HOBBS TIME 1579.3. THE AIRCRAFT RETURNED TO SERVICE. ON 9/26/2025, THE PIC CONDUCTED A SHORT FLIGHT FROM PMP TO FXE, WHERE THE AIRCRAFT WOULD BE STORED UNTIL DELIVERY TO THE NEW OWNER. THE PIC STATED THAT HE CONFIGURED THE AIRCRAFT FOR LANDING AS HE APPROACHED FXE, WITH THE LANDING GEAR SWITCH DOWN AND FLAPS POSITIONED FOR LANDING. THE AIRCRAFT WAS CLEARED FOR LANDING ON RUNWAY 13. WHEN THE PIC BEGAN DESCENT TO THE RUNWAY, HE STATED THAT THE VACUUM PUMP FAILED, RADIO BUTTONS WERE STICKING, AND THERE WERE ELECTRICAL ISSUES. JUST BEFORE LANDING, THE PIC SAID HE HEARD THE TOWER TRANSMIT “GO AROUND, GO AROUND, GO AROUND,” BUT, AS THEY DID NOT STATE THE AIRCRAFT TYPE, REGISTRATION, OR RUNWAY, THE PIC WAS NOT SURE IF HE WAS THE ONE THEY WERE SPEAKING TO. THE PIC DECIDED IT MUST BE HIM, SO HE CHECKED FOR OTHER TRAFFIC PRIOR TO GOING AROUND, STATING HE DID NOT REALIZE THAT THE PROPELLER HAD STRUCK THE GROUND. DURING THE GO-AROUND, HE NOTED THAT A CIRCUIT BREAKER FOR THE LANDING GEAR SYSTEM WAS TRIPPED. HE PRESSED THE CIRCUIT BREAKER BACK IN AND EXTENDED THE LANDING GEAR. THE PIC FLEW LOW PAST THE AIR TRAFFIC CONTROL TOWER WHO CONFIRMED THE LANDING GEAR WAS EXTENDED AND WAS CLEARED TO LAND ON RUNWAY 9. THE PIC WAS ABLE TO LAND THE AIRCRAFT WITH NO FURTHER ISSUES. WHEN THE FAA IIC ASKED FOR CLARIFICATION OF ELECTRICAL ISSUES, THE PIC STATED THAT THE LANDING GEAR CIRCUIT BREAKER WAS POPPED, AND NO OTHER ELECTRICAL ISSUES WERE APPARENT. THE FAA IIC ASKED WHAT LIGHTS HE HAD FOR LANDING GEAR POSITION INDICATION, AND HE STATED THAT THE RED LIGHT WAS OFF AND THE GREEN LIGHTS WERE OFF. THE FAA IIC ASKED HIM TO REPEAT THAT, AND THE PIC STATED, “YEAH, I SCREWED UP” ACKNOWLEDGING THAT THE GREEN SAFE GEAR INDICATION WAS NOT ILLUMINATED. THE IIC ALSO INFORMED THE PIC THAT THE ADS-B OUT SYSTEM MIGHT NEED TO BE CHECKED, AS THERE WERE NO FLIGHTS DEPICTED IN THE ADS-B PERFORMANCE MONITOR SITE FOR THE LAST 730 DAYS. THE PIC STATED THAT HE FORGOT TO TURN IT ON UNTIL ABOUT A MINUTE BEFORE FINAL LANDING AFTER THE GO-AROUND AND ACKNOWLEDGED HIS MISTAKE WITH THIS SYSTEM AS WELL. THE ADS-B OUT SYSTEM INSTALLED IN THIS AIRCRAFT IS DESIGNED TO POWER UP WHEN THE NAVIGATION LIGHTS ARE TURNED ON, SO THIS WOULD INDICATE THAT THE NAV/STROBE LIGHTS WERE NEVER TURNED ON DURING THIS FLIGHT. THERE WAS NO DATA TO INDICATE THE ADSB WAS BROADCASTING DURING THIS FLIGHT, NOR THE PREVIOUS 780 DAYS. AIRCRAFT EXAMINATION REVEALED A PROPELLER STRIKE WITH TIP CURLING OF BOTH PROPELLER BLADES AND MINOR COSMETIC DAMAGE TO LEFT INBD. HINGE COVER AND ANTENNA ON THE LOWER FUSELAGE. NO OTHER DAMAGE NOTED AT THIS TIME. RE EXAMINATION RECOMMENDED DUE TO PILOTS' FAILURE TO ENSURE THAT THE LANDING GEAR WAS DOWN AND LOCKED PRIOR TO LANDING, THE ADS-B OUT SYSTEM WAS FUNCTIONING PROPERLY, AND THE NAVIGATION LIGHTS/STROBES WERE TURNED ON.
FAA AIDS report 20250926016589I
-
Incident
Oct 12, 1989 — TAMPA, FL (possible match)
General Information
- N-Number (as reported)
- 201PY
- Event Time
- 10:40
- Airport
- PETER O KNIGHT ARPT
- Mid Air Collision
- Not A Midair
- Flight Phase
- Roll-Out (Fixed Wing)
Aircraft Information
- Damage
- Minor
- Aircraft (as reported)
- MOONEY M20J
- Flight Conducted Under
- GENERAL OPERATING RULES
- Engine (as reported)
- —
- Operator
- —
- Total Aboard
- 2
- Injuries
- 0 fatal, 0 non-fatal
Pilot In Command
- PIC Flight Time Total Hours
- 3,000
- PIC Flight Time Total Make/Model Hours
- 120
- PIC Flight Time Hours (Last 90 Days)
- 50
Event Remarks
PILOT ACCIDENTALLY RAISED LANDING GEAR ON ROLLOUT. INSTRUCTOR UNABLE TO STOP HIM IN TIME.
FAA AIDS report 19891012060389I
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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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.