My U.S.-manufactured 1979 Piper Warrior II was originally registered as N22309, until it was imported into Alberta, Canada in 1988 and reregistered as C-FBJO. It wasn’t the only plane to use that registration number.
The first N22309 that I can find was a Cessna 150 based in the Phillipines. On 28 May 1973, a solo student pilot was executing a go-around (touch and go?) at Plaridel Airport before heading to Clark Air Base. Unfortunately, things didn’t go so well, and the plane ended up flying into the trees. The 35-year-old student pilot survived, but the plane was a write-off (summary).
The N-number lay dormant for six years, until it was assigned to a new Piper Warrior II in 1979. The plane kept the number until 1988, when it was exported to Canada (and later bought by me in 2002).
The N-number lay dormant for another seven years, then was reassigned once again in 1995, this time to a Ryan RX-6 (a type I can find almost nothing about). The plane didn’t have it for long, however — it was canceled in 1998. All the database says is “Reason for Cancellation: Destroyed”. There’s no accident report in the NTSB database, so let’s hope it was destroyed while parked on the ground, with no one in it. The number has been available for 10 years now.
Anyone interested in a slightly used N-number?
Land and Hold Short 
Where did you go to look up the history of a registration? I can only find the latest on my plane…
Ryan: go to http://registry.faa.gov/aircraftinquiry/serial_inquiry.asp and type in your plane’s serial number.
David,
A big of digging suggests that the Raven RX6 is a hot air balloon. Example here:
http://www.interaeroleague.com/gallery/Album04
Blue skies!
IFR Pilot — thanks for the digging. No wonder Google searches like “rx6 airplane” didn’t turn anything up! Just shows my heavier-than-air, fixed-wing bias.
Quite interesting, especially how small the world seems to be. I drove past Plaridel and Clark the same day you posted. I’ve never visited Plaridel on the ground or from the air, even though it’s the closest airport to my home … I must make time to drive there some afternoon … gosh this retirement ahs no free time, what a poor planner am I.
Plaridel (RPUX)is quite busy with training, on my regular trips laong the expresweway that passes close I always see quite afew Cessna’s in the pattern, usually 172’s. They did, sadly, have a midair in the pattern just a few months ago.
Clark (RPLC) has a very busy FBO (Omni Aviation) with their own runway separate from the military/airline side of the field. I notice they are now packed to the gills, running out of tiedown spaces,their aircraft population must have tripled in the year and a half I’ve been observing them.
Rental costs here in the Philippines are in the same range as the US and Canada, costs for instructor pilots is understandably lower as are most wages here. For those US pilots who haven’t been actively supporting the AOPS and fighting FAA user fees, consider this .. to file IFR you get charged $9 dollars an hour, from clearance delivery to flight plan closeout … more thna the instructor pilot makes. Don’t let this happen to you.
Interesting, though, when I read all the comments from pilots from North America re the difficulty of finding a flying job … they certainly haven’t looked at Asia and Europe … the Philippine senate is currently embroiled in debate over a bill that will require Filipino pilot trainees to stay in country because they leave immediately upon earning their tickets and Philippine airlines are growing and need pilots … many go to China, in particular, where airlines are growing by leaps and bounds and generla aviation is just starting.
And roger that on the reduction in the US dollar, I’ve lost 25% of my income in terms of the dollar versus the lowly Philippine Peso, and there is little sign of the dollar regaining strength. Many companies who cater a lot to foreigners here, such as flight schools, used to quote all their prices in US dollars … boy has that changed in the past year.