N55326 is not currently registered. It was last assigned to a Thrush Aircraft Inc S2R-T34. The FAA cancelled the registration on March 14, 2018 when the aircraft was exported to Ecuador. The last status on file was "valid, assigned to the manufacturer under its dealer certificate". The number has been on and off the register 4 times.
Thrush Aircraft Inc S2R-T34 cancelled March 14, 2018
- Serial number
- T34-471
- Type
- Fixed-wing, single engine · Turboprop
- Year built
- —
- Last status
- Valid, assigned to the manufacturer under its dealer certificate
- Exported to
- Ecuador
- Certificate issued
- —
- Last FAA action
- November 21, 2017
- Last owner
- Thrush Aircraft INC (Corporation)
Albany, GA - Airworthiness
- None on file
Cessna 172P cancelled May 13, 2010
- Serial number
- 17275159
- Type
- Fixed-wing, single engine · Piston (reciprocating)
- Year built
- 1981
- Last status
- Triennial registration form was mailed and has not been returned by the Post Office
- Exported to
- Russian Federation
- Certificate issued
- June 29, 2006
- Last FAA action
- July 21, 2009
- Last owner
- Huebner John E (Individual)
Camarillo, CA - Airworthiness
- Standard · Normal; Utility
Boeing PT-17 cancelled October 10, 1976
- Serial number
- 75-670
- Type
- Fixed-wing, single engine · Piston (reciprocating)
- Year built
- —
- Last status
- Valid registration
- Certificate issued
- February 4, 1946
- Last FAA action
- —
- Last owner
- Kroll Arthur Herbert (Individual)
Rockmart, GA - Airworthiness
- None on file
Piper PA-28-180 cancelled June 26, 1973
- Serial number
- 28-7305370
- Type
- Fixed-wing, single engine · Piston (reciprocating)
- Year built
- —
- Last status
- Valid registration
- Exported to
- Germany
- Certificate issued
- —
- Last FAA action
- —
- Last owner
- Moody Walter P (Individual)
Lock Haven, PA - Airworthiness
- None on file
NTSB accident and incident record under N55326
Aircraft on the NTSB record: Cessna 172P · serial 17275159
Failure of the maintenance crew to provide adequate clearance to an active taxiway during the engine run-up. Contributing factors were the failure of the control tower to provide a wake turbulence advisory to the accident aircraft when assigning a taxi route crossing immediately behind the maintenance aircraft, and the failure of the maintenance facility to have a formalized training procedure regarding aircraft ground operations and jet blast hazards for company mechanics.
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