1956 Piper PA-18-150
This page pulls together what public FAA and NTSB records show about one aircraft. It is for general research only. It is not a certified title search, an airworthiness or compliance check, or legal advice. Public records can be incomplete or wrong, and our matching does its best but is not guaranteed. Always confirm against the aircraft's official records and the FAA before you rely on anything here.
For privacy, we never show the owner's street address. Name and city or state only.
Log Hobbs and tach time, track oil changes, and keep this airframe's inspections and airworthiness directives in one place. A clean digital logbook and AD tracking built for owners.
Get started freeSource: FAA Releasable Aircraft Registry (public record), as reported. Registration data only, not an airworthiness determination. Found an error? Let us know.
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Airworthiness Directives are mandatory safety fixes the FAA orders for a given model. These were issued for the Piper PA-18-150 model.
No matching airworthiness directives found in the FAA AD database.
This is a model-level list from public FAA data. It does not tell you which of these apply to this specific aircraft, or whether they have already been taken care of. That depends on the serial number, installed equipment, and configuration. Check each directive against the aircraft's own records.
Mandatory FAA safety fixes issued for the O-320 engine family.
Engine (Reciprocating)
Engine (Reciprocating)
Engine (RECIPROCATING)
Reciprocating Engine Power Section
Carburetor
Turbochargers
Parallel Valve'' reciprocating engines
ECi cylinder assemblies.
Crankshaft gear
Oil Filter Converter Plate Gasket or the Converter Plate Kit
Crankshafts
Crankshaft
Cylinder kits
Oil pump
Aviation Gasoline
Piston Pins
Propeller Governor External Oil Line
Rocker Arm Assembly
Hydraulic Lifter
Engine Oil Pump Driven Impeller and Shaft
Upper Exhaust Valve Spring Seats
Engine Mounting Bracket Attaching Bolts
Crankshaft Gear Assembly
Oil Level Gage
Loose Rocker Arm Retaining Studs and Hydraulic Tappets
Oil Pump Body
Oil Pump Drive Shaft
Piston Pin Assembly
Connecting Rod Assemblies
Exhaust Valves
Oil Filter Adapter Gasket
AC Pumps
Cylinder Baffle Clamps
Gasket
Oil Filter Converter Plate Gaskets
This list is matched to the engine family on file in the FAA registry, so it covers every variant in that family. It is from public FAA data and does not tell you which directives apply to this specific engine or whether they have been addressed.
This same N-number has been carried by more than one aircraft over the years. Each entry below is a different airframe that flew under this tail number, according to FAA records.
Serial 1776 · Hunter John A C/O Fred H Trautwein · Hackensack, NJ
Serial 18-5258 · United States Department Of Agriculture · Cedar City, UT
Built from public FAA registration and cancellation records, going back to 1980 (dates before that are unreliable). We can only show registrations the FAA formally cancelled, so there may be gaps. Not a certified title search.
Every N-number and owner this airframe has carried. We follow it by the serial number, which stays fixed even when the tail number changes hands.
United States Department Of Agriculture · Cedar City, UT
Built from public FAA registration and cancellation records, plus our own daily snapshots of the FAA registry. Some owner changes never file a cancellation, so we recover them by comparing snapshots day to day. Those snapshots begin June 2026, so changes before then rely on FAA cancellation records and may be incomplete. This is registration history, not a certified title search.
Accidents and incidents on file for this specific aircraft, from two government sources. The NTSB investigates accidents and serious incidents. The FAA AIDS database logs a wider range of events. We tie NTSB reports to the aircraft by its serial number. AIDS reports do not include a serial number, so we attach one only when this aircraft was flying under that tail number on the day it happened (1980 onward).
Jal, NM
the pilot's failure to maintain clearance from the power lines. Contributing factors include the power lines, the sun glare, the pilot's reduced visual lookout, the pilot’s improper in-flight planning and decision making and the pilot's failure to perform a go-around procedure after losing sight of the power lines.
Sources: the NTSB accident and incident database (matched by serial number and make) and the FAA AIDS database (attached through this aircraft's registration timeline and make, 1980 onward). FAA registration records have gaps, so an event that happened during a gap may not show up. This is what was reported to the NTSB and FAA at the time. It says nothing about the aircraft's condition or airworthiness today.