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.
DJI AGRAS T40
N201US · Serial 64TBL3L0020016
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
- N201US — Sep 9, 2026 to present
Full FAA Registration Record
| Serial Number (as registered) | 64TBL3L0020016 |
|---|---|
| Aircraft Unique ID Number | 01418034 |
| FAA Manufacturer / Model Code | 06102D3 |
| Aircraft Engine Type | Electric |
| Certification of Aircraft Registration Date | Sep 15, 2023 |
| Registration Status | Currently Registered |
| Aircraft Registration Expiration Date | Sep 30, 2030 |
| Last FAA Update | Oct 6, 2026 |
| Registration Country | US |
| Registration State | FL |
| Weight Class | CLASS 1 |
| 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 DJI AGRAS T40 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.
-
Service difficulty
Dec 22, 2000 (possible match)
AT THE GATE WITH PASSENGERS ON BOARD, FUMES/SMOKE FILLED THE CABIN. CREW EVACUATED AIRCRAFT AND DEPLOYED RIGHT AFT SLIDE. DTW MAINTENANCE FOUND PARKING BRAKE SHUTOFF VALVE LEAKING. MAINTENANCE REPLACED VALVE AND SATURATED COALESCER BAGS. APU WAS ALSO REMOVED AND CLEANED THEN REINSTALLED. LEAK AND OPERATIONAL CHECK OK.
-
CONTROL VALVE
Mar 16, 2000 (possible match)
DURING APPROACH AND AFTER GEAR EXTENSION, THE ''A'' SYSTEM HYDRAULIC QUANTITY AND PRESSURE WENT TO ZERO. CREW FOLLOWED COM PROCEDURE AND MADE AN UNEVENTFUL LANDING. MSP MAINTENANCE REPLACED FLAP FLOW CONTROL VALVE. LEAK AND OPERATIONAL CHECK GOOD.
-
SWITCH
Jan 16, 2000 (possible match)
DURING APPROACH AND GEAR EXTENSION, CREW RECEIVED RED NOSE GEAR WARNING LIGHT. CREW RECYCLED GEAR THREE TIMES AND CONDITION REMAINED. PILOTS VERIFIED MANUALLY THAT NOSE LANDING GEAR WAS DOWN AND LOCKED FLIGHT MADE AN UNEVENTFUL LANDING. DTW MAINTENANCE REPLACED THE NOSE GEAR POSITION SWITCH. OPERATIONAL CHECK NORMAL.
-
PUMP
Jan 14, 2000 (possible match)
DURING CLIMB-OUT AND PASSING THROUGH 2900 FEET ALTITUDE, THE NR 1 ENGINE EXPERIENCED A FLAMEOUT. THE FLIGHT CREW FOLLOWED COM PRODECURES AND DUMPED FUEL TO ACCOMPLISH PROPER LANDING WEIGHT. FLIGHT RETURNED TO DTW AND LANDED WITHOUT INCIDENT. RESTART OF THE NR 1 ENGINE WAS UNSUCCESSFUL. MAINTENANCE CONFIRMED A FAILURE WITH THE NR 1 ENGINE MAINFUEL PUMP AND REPLACED SAME ALONG WITH THE FUEL CONTROL ALSO LOCATED ON THE NR 1 ENGINE. COMPLETED ENGINE TRIM. OPERATIONAL CHECK NORMAL.
-
SOLENOID
Jan 8, 2000 (possible match)
AFTER TAKEOFF AND DURING CLIMB, CREW RECEIVED RIGHT MAIN LANDING GEAR DOOR WARNING LIGHT. CREW VISUALLY VERIFIED THAT RIGHT GEAR DOOR WAS IN THE OPEN POSITION. FLIGHT RETURNED TO ATL AND LANDED WITHOUT INCIDENT. ATL MAINTENANCE REPLACED LEVEL LOCK SOLENOID. ALL OPERATIONAL CHECK GOOD.
-
SADDLE DUCT
Oct 10, 1999 (possible match)
DURING CLIMBOUT, THE NR 1 ENGINE FIRE WARNING ACTIVATED WITH EPR GOING FROM 1.94 TO 1.8 AND EGT AT RED LINE. CREW DECLARED A YELLOW EMERGENCY, NR 1 ENGINE WAS SHUT DOWN, AND THE FLIGHT WAS RETURNED TO DTW. AIRCRAFT LANDED WITHOUT INCIDENT. MAINTENANCE FOUND 13TH STAGE SADDLE DUCT BLOWN WITH HOLE IN ENGINE COWL. REPLACED DUCT AND UPPER COWLING ASSEMBLY, OPERATIONAL CHECK NORMAL ON ENGINE RUN.
-
KEEL BEAM
Jun 18, 1999 (possible match)
DURING M-CHECK, CORROSION WAS FOUND ON THE LEFT KEEL BEAM AT FS 984. REPAIRED KEEL BEAM PER EA 22-167879 (P/N 65-56441-5).
-
FLOORBEAM
Jun 15, 1999 (possible match)
DURING M-CHECK, CORROSION WAS FOUND ON THE UPPER CHORD OF FS 380 FLOORBEAM RBL 22-26 AND RBL 52-70. REPAIRED PER EA 22-167882 (P/N 65-20826-16).
-
DNLOCK ACTUATOR
Jan 1, 1998 (possible match)
DURING APPROACH WITH LANDING GEAR DOWN, NOSE LANDING GEAR FAILED TO EXTEND. LANDING GEAR WAS MANUALLY EXTENDED AND AIRCRAFT LANDED WITHOUT INCIDENT. REPLACED LOCK ACTUATOR AND PERFORMED GEAR SWING, OPERATIONAL CHECK OK.
-
FUEL PUMP
Nov 6, 1997 (possible match)
AS TAKEOFF POWER WAS APPLIED, AUTO PACK TRIP OCCURRED WITH ASSOCIATED LEFT ENGINE N1. FUEL FLOW AND OIL PRESSURE DECREASED TO NEAR ZERO INDICATIONS. CREW ABORTED TAKEOFF. PERFORMED ENGINE FAILURE COM PROCEDURES AND RETURNED TO GATE. MAINTENANCE REPLACED THE LEFT ENGINE FUEL PUMP ASSEMBLY, OPERATIONAL CHECK OK.
-
PRECOOLER
May 31, 1997 (possible match)
DURING CLIMBOUT, NR 3 STRUT OVERHEAT INDICATION ILLUMINATED. FLIGHT DUMPED FUEL AND RETURNED TO MSP AND LANDED WITHOUT INCIDENT. REPLACED NR 3 ENGINE PRECOOLER, LEAK AND OPERATIONAL CHECK OK.
-
TEMP CONTROLLER
May 17, 1997 (possible match)
DURING TAKEOFF ROLL, THE RIGHT PACK TRIPPED OFF LINE WITH CABIN CREW REPORTING SMOKE IN CABIN. TAKEOFF WAS ABORTED WITHOUT INCIDENT. REPLACED CABIN TEMPERATURE CONTROLLER AND PERFORMED OPERATIONAL CHECK OF THE HEATING AND COOLING SYSTEM WITH ALL THREE ENGINES RUNNING. NO SMOKE NOTED AND ALL SYSTEMS WERE NORMAL.
-
FLOOR BEAM
May 29, 1996 (possible match)
DURING H-CHECK, FOUND CORROSION ON THE BS 1130 FLOOR BEAM LOWER CHORD FROM LBL 37 TO 28 AND RBL 51. REPAIRED BEAM (P/N 65-20822-3) PER EA 22-105287.
-
FITTING
May 18, 1996 (possible match)
DURING H-CHECK, FOUND CORROSION ON THE STR 29L TENSION TIE FITTING BS 1183. REPLACED FITTING (P/N 22-5300-3-0246) PER SRM 51-10-01.
-
GROUND PROX WARN
Jan 30, 1996 (possible match)
DURING SHORT FINAL, GROUND PROXIMITY WARNING SOUNDED PULL-UP COMMAND. AIRCRAFT MADE A GO-AROUND AND LANDED WITHOUT INCIDENT. RIGGED BODY CABLE SYSTEM. CHECKED OK.
-
T/O WARNING
Jan 3, 1996 (possible match)
DURING TAKEOFF ROLL WITH FLAPS AT 5 DEGREES, TAKEOFF WARNING HORN ACTIVATED AND TAKEOFF WAS ABORTED. OPERATIONAL CHECK WAS PERFORMED AND SYSTEM INDICATION CHECKED OK.
-
APU WIRING
Dec 15, 1995 (possible match)
AT THE GATE WHILE APU WAS RUNNING, THE PILOT NOTICED THE SMELL OF BURNT ELECTRICAL WIRING FOLLOWED BY APU FIRE WARNING LIGHT. THE PILOT PULLED THE FIRE HANDLE AND DISCHARGED THE FIRE BOTTLE. MAINTENANCE CLEANED AND INSPECTED THE WHEEL WELL AREA FINDING BURNT WIRING IN THE APU SHROUD. APU WAS LISTED ON MEL.
-
BATTERY PACK
Oct 30, 1995 (possible match)
OVERNIGHT PRE-FLIGHT FOUND FIRST SECTION OF FLOOR EMERGENCY LIGHTS INOPERATIVE. REPLACED BATTERY POWER SUPPLY AND BATTERY PACK. SYSTEM CHECK OK.
-
GALLEY DOOR
Aug 13, 1995 (possible match)
MSP-DFW - DURING CLIMB, A LOUD SHRILL NOISE BEGAN EMANATING FROM THE LEFT AFT GALLEY DOOR, NO PRESSURIZATION DISCREPANCIES WERE NOTED. DUMPED 3,000 LBS OF FUEL AND DIVERTED TO MCI WITHOUT FURTHER INCIDENT. PRESSURIZED AIRCRAFT PER MM 21-30-00, PGS 502 TO 503. NO TROUBLE WAS FOUND.
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.
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.
Loading…
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.