Your aircraft’s history is in an account you do not control.
The incumbent’s terms are the reason this layer exists. Three of them, as they stand.
- No export clause
Nothing obliges anyone to give the records back.
Leaving is a support request rather than a right, and what arrives is whatever the vendor decides to produce.
- Licence granted
The data you generate is licensed to the vendor.
Every entry your engineers make against your own fleet is covered by a grant of use written into the terms you already signed.
- Not assignable
The account does not transfer on sale.
The airframe goes to its next owner. Fifteen years of its continuing-airworthiness history stays behind in somebody else's account.
This layer inverts all three, and the inversion is written into the contract where you can hold us to it.
The club and the maintenance organisation work on the same aircraft. Neither can see the other.
One aircraft, one day, drawn as each party is shown it. A schematic, not a live record.
The flying club
Its own bookings, flights and hours. The shop’s work — never.
The maintenance organisation
Its own work orders and releases. The club’s flying — never.
The owner
Every entry, and who made it.
Visibility comes from what a row is about, this aircraft or this person, never from whose account it sits in. The one thing the two organisations share is the airframe’s availability: in use, never by whom or for what.
Export is guaranteed at termination and at sale.
Continuing-airworthiness records belong with the aircraft and transfer when it is sold. We put the same obligation in the contract, where a release note cannot reach it.
- At termination
- Your records, exportable in full.
- At sale
- The record transfers with the airframe.
EASA M.A.307 · FAA 91.417(b)(2)
The record follows its subject
An aircraft's history survives a sale. A person's logbook survives leaving the organisation.
Nothing is ever deleted
A correction adds a row. What changed, when, and who changed it stays part of the history you can produce later.
Every entry is attributable
Every entry carries who made it and where the figure came from, so a later reader can tell a measurement from an estimate.
Fifteen years of paper is a starting condition, not a blocker.
Nobody arrives clean. Records come as ring binders, as a spreadsheet somebody maintains by hand, or as a dump from a system that did not want to produce one. All three import the same way.
Balances arrive as rows
Airframe hours, cycles and component times arrive as entries, each carrying its own date and source, so every figure can be traced back to where it came from.
History arrives as evidence
Certificates, release notes and scans attach to the entries they support. Nothing has to be re-typed to count as evidence.
Imported entries say so
Every migrated entry carries the fact that it was migrated and the name of whoever vouched for it, so a later reader always knows what they are looking at.
If your current system will not export, say so in the first message. It is the most common starting point, and where we would begin.
We are looking for a small number of design partners.
The layer is being built now, with one launch partner already committed. A design partner shapes the model while it is still soft.
What we ask of you
- One aircraft, and its real history in whatever state it is kept.
- An hour a fortnight with whoever keeps the records.
- The vocabulary your authority and your organisation already use.
- Permission to be told we have it wrong, while it is cheap.
What you get for it
- The model shaped around your operation, before it hardens.
- Your records imported, and exportable in full from the first day.
- The export covenant in writing before anything is migrated.
- A direct line to the person building it.
Tell us what you operate, and where those records live today.
That is the whole first message. If it is a fit we will say so quickly. If it is not, we will say that too.
Or write to niall@cliext.com.