N5105N is not currently registered. It was last assigned to a Cessna 172S built in 2002. The FAA cancelled the registration on May 14, 2010 when the aircraft was exported to New Zealand. The last status on file was "valid registration". The number has been on and off the register 4 times.
Cessna 172S cancelled May 14, 2010
- Serial number
- 172S9035
- Type
- Fixed-wing, single engine · Piston (reciprocating)
- Year built
- 2002
- Last status
- Valid registration
- Exported to
- New Zealand
- Certificate issued
- March 2, 2010
- Last FAA action
- March 2, 2010
- Last owner
- Rti Aviation (Corporation)
Valley Center, CA - Airworthiness
- Standard · Normal; Utility
Hughes Helicopters Inc HUGHES 369D cancelled November 24, 1998
- Serial number
- 911055D
- Type
- Rotorcraft · Turboshaft
- Year built
- —
- Last status
- Valid registration
- Certificate issued
- March 21, 1997
- Last FAA action
- March 27, 1997
- Last owner
- Joda Partnership (Partnership)
Town & Country, MO - Airworthiness
- None on file
Cessna 182Q cancelled November 14, 1980
- Serial number
- 18267519
- Type
- Fixed-wing, single engine · Piston (reciprocating)
- Year built
- —
- Last status
- Valid registration
- Exported to
- South Africa
- Certificate issued
- November 5, 1980
- Last FAA action
- —
- Last owner
- Globe Aero LTD INC (Corporation)
Lakeland, FL - Airworthiness
- None on file
Boeing N2S-3 cancelled July 12, 1956
- Serial number
- 75-6783
- Type
- Fixed-wing, single engine · Piston (reciprocating)
- Year built
- —
- Last status
- Valid registration
- Certificate issued
- December 26, 1947
- Last FAA action
- —
- Last owner
- Holliday E M (Individual)
Little Rock, AR - Airworthiness
- None on file
NTSB accident and incident record under N5105N
Aircraft on the NTSB record: Hughes 369D · serial 911055D
erosion of second stage stator vanes, inadequate maintenance inspection for the erosion, and subsequent fatigue failure of a stator vane, which resulted in loss of engine power and a forced landing on mountainous/hilly terrain. Also causal was: the pilot's loading of the aircraft in such a manner that exceeded the forward CG limit, which resulted in his failure (or inability) to properly flare the helicopter during a forced autorotation and landing. The rising terrain and tailwind condition for landing were related factors.
A tail number passes between aircraft over the years; match the serial number on the NTSB record against the airframe above. Source: NTSB aviation accident database, records through September 30, 2026.
Source: FAA Civil Aviation Registry, Releasable Aircraft Database, October 2, 2026. See this number on the FAA site