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.
1977 Mooney M20J 201
N201WW · Serial 24-0128
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
- N201WW — Sep 9, 2026 to present
Full FAA Registration Record
| Serial Number (as registered) | 24-0128 |
|---|---|
| Aircraft Unique ID Number | 00310952 |
| FAA Manufacturer / Model Code | 5870219 |
| Aircraft Engine Type | Reciprocating |
| Engine Manufacturer / Model | LYCOMING I0360 SER |
| Certification of Aircraft Registration Date | Aug 12, 2008 |
| Airworthiness Certificate Issue Date | Mar 11, 1977 |
| Airworthiness Classification | Standard (Normal) |
| Registration Status | Currently Registered |
| Aircraft Registration Expiration Date | Jan 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 | 20161102017329I |
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
Nov 2, 2016 — SEBRING, FL (possible match)
General Information
- N-Number (as reported)
- 201WW
- Event Time
- 12:30
- Airport
- SEBRING RGNL
- 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
- 3
- Injuries
- 0 fatal, 0 non-fatal
Event Remarks
ON NOVEMBER 02, 2016, APPROXIMATELY 12:30 EASTERN DAYLIGHT TIME, A MOONEY M-20J, AIRCRAFT MADE AN APPROACH TO LAND AT SEBRING REGIONAL; THEY WERE ADVISED BY TRAFFIC CONTROL OF THE ACTIVITY IN AND AROUND THE AIRPORT OF ACROBATIC AIRCRAFT. THE PILOT STATED THAT HE PERFORMED LANDING CHECKLIST PROCEDURES, TO INCLUDE PLACING THE GEAR HANDLE IN THE DOWN POSITION. THE OTHER OCCUPANTS, ALSO PILOTS STATED THEY HEARD THE GEAR GO DOWN. THIS, ALSO IN RESPECT TO THE PERFORMANCE AND SLOWING OF THE AIRCRAFT IN THE LANDING MODE. TRAFFIC IN THE PATTERN FORCED THE MOONEY TO COMPLETE TWO GO-AROUND MANEUVERS DUE TO INBOUND TRAFFIC AND PRIOR TO LANDING. THE AIRCRAFT THEN LANDED INTO A STRONG NORTHEAST WIND ON RUNWAY 1, WITH THE LANDING GEAR RETRACTED. THE AIRCRAFT TRAVELED APPROXIMATELY 400 FEET BEFORE COMING TO A REST. WHEN ASKING THE PILOT IF HE MAY HAVE RETRACTED THE GEAR, HIS ANSWER WAS HE DID NOT AND, THIS CONFIRMED BY THE OTHER PASSENGERS. THE REPORT SHOWS THAT, WHEN HE CAME INTO LAND, HE STATED THE GEAR WAS DOWN BECAUSE HE COULD FEEL IT SLOWING THE PLANE. HE NEVER DEFINED WHETHER OTHER INDICATIONS IN THE COCKPIT FOR THE GEAR WERE CHECKED. THE PRIMARY MECHANICAL INDICATOR MOUNTED ON THE FLOOR IS A ROTATING TUBE THAT MOVES THE GEAR TO ITS EXTENDED/RETRACTED POSITIONS. THEREFORE, IF IT INDICATES THE GEAR IS DOWN, THE GEAR IS DOWN. IT?S UNCLEAR WHETHER THE PILOT VERIFIED THIS INDICATOR OR THE AURAL TONE ALL OF WHICH ARE SECONDARY INDICATORS. AS WELL AS A THROTTLE MOUNTED POSITION SWITCH AND AN AIRSPEED SAFETY SWITCH AS THIS WILL ACCURATELY IDENTIFY GEAR STATUS IF, THE SYSTEM IS RIGGED AND ELECTRICAL COMPONENTS IS IN WORKING ORDER. PRELIMINARY INVESTIGATION VERIFIED THE GEAR HANDLE IN THE DOWN POSITION; HOWEVER, WHEN THE MASTER SWITCH WAS TURN ON, THE GEAR STILL REMAINED UP. THE GEAR WAS EXTENDED DOWN VIA THE EMERGENCY CRANK. THIS ACTION WAS STATED TO BE PERFORMED MULTIPLE TIMES WITH THE SAME RESULTS. BOTH THE MECHANICAL INDICATOR ON THE FLOOR AND HANDLE ILLUMINATED GREEN. FURTHER EXAMINATION OF THE AIRCRAFT DAMAGE CAN BE DESCRIBED AS MINOR. THE AIRCRAFT INCURRED DAMAGE TO UNDERCARRIAGE SKIN, OR WHAT THEY CALL A ONE PIECE COVER AND HAS SEVERAL HOLES GROUND THROUGH AND CAN BE REPAIRED. THE NOSE DOORS HAD EXTENSIVE DAMAGE; THE AIRCRAFT STEP AND THE TRANSPONDER ANTENNA HAVE GROUND SCARING. THE LEFT INBOARD FLAP BRACKET FAIRING WAS DAMAGED AND SUPERFICIAL DAMAGE TO THE RIGHT FLAP BRACKET COVER. THE LEFT SIDE TRAILING EDGE OF THE FLAP CAME IN CONTACT BUT, NO REPAIR OTHER THAN COSMETIC WILL BE REQUIRED. THERE WAS NO DAMAGE TO THE MAIN GEAR DOORS OR LANDING GEAR ASSOCIATED COMPONENTS THAT WOULD BE CONSISTENT WITH A GEAR COLLAPSE THEREFORE, SUBSEQUENT INVESTIGATION REVEALED, THE GEAR WAS NEVER DOWN AND THE FLAPS, ALTHOUGH THE PILOT STATED THEY WERE IN A 30 DEGREE LANDING CONFIGURATION, PLACED THEM UP ONCE THE PROPELLER MADE CONTACT WITH THE GROUND TO PREVENT FURTHER DAMAGE BUT, DO NOT APPEAR TO HAVE BEEN IN A LANDING CONFIGURATION, ALTHOUGH THE PILOT STATED THEY WERE IN THE LANDING PROFILE. INITIAL PICTURES SHOW THE GEAR RETRACTED AND THE FLAPS IN THE UP POSITION. THE DAMAGE TO THE PROPELLER BLADES IS CONSISTENT TO A GEAR UP LANDING WITH ALL TIPS CURLED AND, ONE BLADE APPEARS TO HAVE BROKEN LOOSE FROM THE PITCH CHANGE MECHANISM WITHIN THE HUB ASSEMBLY. THE AIRCRAFT WAS RELEASED IN ORDER TO DETERMINE IF AN ASSOCIATED PART FAILED WITHIN THE SYSTEM. THE AIRCRAFT WAS TAKEN TO A FACILITY WHERE TROUBLESHOOTING COULD BE PERFORMED. AFTER EXTENSIVE EXAMINATION IT WAS DISCOVERED THAT A GEAR DOWN RELAY, MANUFACTURED BY KISSLING, PART NUMBER 26.72.23 FAILED. THE GEAR DOWN RELAY SWITCH BECOME ENERGIZED HOWEVER, NO CURRENT WAS PASSING THROUGH TO THE GEAR MOTOR. THE RELAY WAS CHECKED FOR OUTPUT POWER AND NONE COULD BE SUBSTANTIATED. THE COCKPIT GEAR SWITCH WAS FUNCTIONING PROPERLY. THE FAILED RELAY IS PART OF A MOONEY RETROFIT KIT, (940084-501) IN WHICH WAS INSTALLED SOMETIME AFTER THE AIRCRAFT WAS MANUFACTURED. THE KIT REPLACES THE OBSOLETE RELAYS.
FAA AIDS report 20161102017329I
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.