Platform · one record
Use one module or all three. They already talk to each other.
Scheduling, safety and maintenance share one record of people, aircraft, airports, documents and audit history. A squawk, a deferral or a FRAT score is entered once, and every module reads the same thing.
01 · THE SHARED HUB
Every module stands on the same foundation.
People, aircraft, documents and history live once, at the certificate level. Scheduling, safety and maintenance all read from it, so a pilot's medical or a tail's status is never three different answers.
- One account per certificateEvery module, user and record sits under your operating certificate.
- People and rolesScoped per aircraft, with roles that expire on the date you set.
- AircraftOne record per tail, read by quoting, dispatch, the FRAT and the due list.
- Airport and runway dataFAA-sourced, shared by feasibility, W&B and the FRAT.
- Document storeMedicals, certificates and manuals, with expiry tracking.
- One tamper-evident audit logAppend-only history across operations, safety and maintenance.
- NotificationsOne set of rules for email, push and in-app alerts.
- E-signatures to AC 120-78BReleases, risk acceptance, read-and-sign and logbook entries.
- Effective-dated rule setsRates, limits and thresholds change on a date, and history keeps the old values.
- One evidence-export frameworkFor FAA inspections and IS-BAO, ARGUS and Wyvern audits.
- Time-boxed inspector accessA read-only login for an inspector or auditor that ends on its own.
02 · NINE CONNECTIONS
Where the modules meet, and what crosses each line.
Each module owns its own records. The others read them directly, so nothing is exported, re-keyed or reconciled at the end of the month.
Dispatch sees airworthiness.
Each aircraft's green, amber or red status from maintenance feeds quote feasibility and the dispatch release. If the status is stale or unknown, it shows red and holds the release.
Flow: Aircraft status (Maintenance), then Quote feasibility (Scheduling), and Release (Scheduling).
Deferrals are visible to dispatch and counted in the FRAT.
MEL, CDL and NEF items show on the ops board with their clocks running, and count as a FRAT risk factor. Maintenance owns them; dispatch sees them read-only.
Flow: MEL deferral (Maintenance), then Ops board (Scheduling), and FRAT (Safety).
Downtime blocks the schedule.
Planned maintenance appears on the ops board, and due-item conflicts flag a trip before it's sold, not the morning it flies.
Flow: Due list (Maintenance), then Downtime (Maintenance), then Quote · ops board (Scheduling).
Hours post safely.
Leg actuals become a proposal the DOM reviews before times post, so a typo at close-out can't move an inspection due date.
Flow: Close-out (Scheduling), then DOM reviews hours (Maintenance), then Due list (Maintenance).
Squawks reach maintenance. 135.65
Pilots report from the phone, or a dispatcher enters it for a pilot who calls it in. The discovery time is kept apart from the entry time, so the MEL clock starts when it should.
Flow: Squawk (Scheduling), then Maintenance (Maintenance), then MEL clock (Maintenance).
One FRAT engine and one gate.
Trip context fills the FRAT in. A high score blocks release until the risk is mitigated or approved by the named approver, with SIC concurrence when your program asks for it.
Flow: Trip (Scheduling), then FRAT (Safety), then Release gate (Scheduling).
Safety learns from operations.
FRAT overrides become a safety performance indicator. Duty near-misses and maintenance trends become safety signals, without anyone filing a second report.
Flow: Overrides · duty (Scheduling), and Discrepancy trends (Maintenance), then Safety indicators (Safety).
One training picture per person.
Pilot currency and maintenance qualifications sit in one view, so a mechanic who also flies, or a pilot with an inspection authorization, is one record.
Flow: Pilot currency (Scheduling), and Mx qualifications (Maintenance).
The right outside people get told. 5.57
Interfacing notices go to the FBOs, vendors and shops already in your contacts. Nobody keeps a second address book for the SMS.
Flow: Contacts (Scheduling), then Interfacing notice (Safety).
03 · CONFIGURATIONS
Fits however you run today.
Turn on the modules you need. Where you keep another system, its data comes in by sync or import, labeled with where it came from and how fresh it is.
All three modules
One record, one login, one audit trail, one export.
Scheduling: Direct2; Safety: Direct2; Maintenance: Direct2.
Scheduling + Safety
Keep your current maintenance tracker as the record. Its status comes in with source and age.
Scheduling: Direct2; Safety: Direct2; Maintenance: your current tool.
Safety alone
Run the SMS and FRAT beside your current scheduler.
Scheduling: your current tool; Safety: Direct2; Maintenance: your current tool.
Scheduling alone
Run quoting, dispatch and billing beside your current SMS tool.
Scheduling: Direct2; Safety: your current tool; Maintenance: your current tool.
Maintenance alone
The due list, MEL and logbook, with your other tools reading the status.
Scheduling: your current tool; Safety: your current tool; Maintenance: Direct2.
A mix per tail
Some aircraft tracked here, others in your current tracker. Move in one tail at a time.
Scheduling: Direct2; Safety: Direct2; Maintenance: per tail.
04 · SOURCE AND FRESHNESS
Every outside value shows where it came from and when.
A value is synced from another system, imported, or entered by hand, and it says so. When it's stale or unknown, it turns red and holds the release. It never shows green.
- Three source labels: ours, synced from outside, or entered by hand, each with its age.
- Stale turns red. A release that depends on it waits until someone refreshes or confirms it.
- Imports are validated row by row and are safe to re-run. A bad row is rejected with a reason, not half-loaded.
- Exports round-trip. What you take out can come back in.
05 · HUMAN IN THE LOOP
The system computes, flags and blocks. A named person decides.
A named, qualified person releases the flight, signs the FRAT, accepts the risk and returns the aircraft to service. Every override needs a reason, and every decision is on the record with who made it.
- Two-party release. The DO, or a delegate named in your GOM, authorizes; the PIC accepts.
- Risk acceptance by tier. Your FRAT thresholds decide who has to sign.
- Return to service is signed by the certificated person, online.
06 · DEMO OPERATOR
Explore a fully populated sample operator before you connect anything.
Summit Air Charter (demo) runs 5 aircraft out of KAPA. Open every screen, click through a release, and see how a deferral reaches the trip.
Explore the demo operator- N350KA · KA350
- N812CJ · CJ3
- N67PC · PC-12
- N208CV · C208B
- N563XL · XLS
- Live-looking trips on the ops board
- A due list with MEL timers running
- Planned downtime
- W&B and manifests
- FRAT results and sign-offs
- Hazard reports and the readiness indicator
07 · PERFORMANCE
Fast enough to use on the phone with the broker still on the line.
Measured against the fleet size we're built for. [pending: targets or SLA]
- Quote feasibility
- ~5 sTail, maintenance, crew duty, runway and owner holds, checked.
- Ops board load
- ~3 sA 10-tail, 90-day fleet board.
- Availability target
- 99.9%For the reads that gate dispatch.
- Status page
- PublicUptime and incidents, in the open. View status →
Do I have to buy all three modules?
No. Each module runs on its own or beside the tools you already use. Add the others when you're ready, and the history you already have stays where it is.
Why is scheduling the hub?
Every other decision needs trip, crew and aircraft context: quote feasibility, the release, the risk assessment and the hours that reach maintenance. The trip is where those meet.
What if I keep my current maintenance tracker?
Its data comes in by sync or import and is labeled with where it came from and how fresh it is. If it goes stale, it shows red and holds the release until someone refreshes or confirms it.
Deferrals for externally tracked tails are entered here. They don't sync in from the outside tracker.
Is it for Part 91 or Part 121 operators?
It's built for on-demand Part 135. Part 91 owner legs flown on your certificate's aircraft are handled per leg, and every leg flown for the operator counts toward crew duty.
One record for the whole certificate
See how a squawk reaches the release.
Book a 30-minute walkthrough, or open the demo operator and follow a deferral from the crew app to the ops board.