Airworthiness, counted in hours left.
AviCamo is continuing airworthiness management for EASA Part-CAMO operators. Every programme task, directive, life-limited part and certificate on your fleet, recomputed the moment a flight is logged.
A recalculation runs overnight and again on a flight logged, a compliance record signed, a programme revision activated or a component installed or removed.
Margin remaining
12.4hours
- Last done
- 11 398.5 h
- Falls due at
- 11 448.5 h
- Airframe hours now
- 11 436.1 h
- Interval
- 50.0 h
A spreadsheet cannot tell you what is due next
Due dates are not dates. A 50-hour inspection falls due at an hour reading. An AD repeats from the last compliance, not from January. A life-limited part accrues time on whichever airframe it happens to be fitted to this month, and keeps that time when it moves.
Work all of that out by hand for one aircraft and it costs an afternoon. Work it out for a fleet, every week, while flights are still being logged and a programme revision is halfway through approval, and eventually something is missed. Usually the thing nobody was looking at.
AviCamo does that arithmetic continuously, orders the result by margin remaining, and shows its working on every item.
Fleet forecast
3 aircraft, 34 items tracked
- G-CAMOAD compliance overdueAD 2024-11-056days past, Overdue
- G-AMPS50-hour inspectionAMP task 05-20-0112.4hours left, Due soon
- G-CAMOAirworthiness review certificateARC 2025/04123days left, Due soon
- G-FCSTPropeller overhaulLife limit · 2 000 h184.6hours left, In tolerance
- G-AMPSMagneto 500-hour inspectionSB 643C312cycles left, In tolerance
1 overdue, 2 due within 30 days, 31 in tolerance. Illustrative data.
What it covers
The work a CAMO actually does, named the way the office names it.
Fleet forecast
One list of everything coming due across every aircraft, ordered by how little margin is left. Recalculated overnight and again whenever a flight log, a compliance record or a programme revision changes the answer.
Maintenance programmes
Build the AMP once, with calendar, hours and cycles intervals side by side, then track each task against the aircraft it applies to. Revisions are versioned, and a proposed change can be reviewed before it goes live.
Airworthiness directives and service bulletins
A register of mandatory items with applicability scoped by serial, model and modification state, repetitive intervals, terminating actions and AMOCs. Applicability is resolved per aircraft rather than assumed fleet-wide.
Components and life limits
Serialised components with installation history, hours and cycles carried across installations, life limit rules, and scrap events. Usage syncs from the aircraft each night, so a part on wing accrues time without anyone typing it in.
Work orders and release to service
Work orders carry tasks, component actions, materials, shop findings and late additions, and close out to a CRS. A work order cannot be closed over open work, which is the point.
Defects and deferrals
Defects with MEL-backed deferrals that expire on their own schedule, roll the defect status when they do, and leave the reason on the record.
Flight logs and technical log
Hours, cycles and landings entered by day or per flight, feeding the counters every forecast is computed from. Everything is stored in UTC.
Audit trail
Every change to every record is written to an append-only audit log by the server, not the browser. Users cannot write to it, and it is the record you open when an inspector asks who changed what.
It reads the documents. You sign the records.
The slow half of a CAMO office is transcription — a forty-page directive into a register entry, a paper logbook into component records. AviCamo reads them and shows its source; the judgement stays where it belongs.
Read an AD or SB into the register
Upload the document and the mandatory-item form is filled from it — reference, dates, requirement, ATA chapter — with the sentence it read each value from quoted beside the draft. Fields it could not find are named rather than left quietly blank. It does not decide applicability: scoping the item against your fleet stays with you, because that is a judgement, not a transcription.
Compare two issues of the same directive
Give it the previous and the new issue. It reports what changed section by section, marks each change editorial, substantive or critical, and flags which aircraft with compliance already recorded need that compliance re-checked. It is a prompt to look, never a determination that the old work still counts.
Import a maintenance programme
Reads an AMP or a manual chapter and drafts each task with its interval, tolerance and inspection requirements. Everything arrives as a checklist — you untick what is wrong and nothing is written until you add them. Sections it could not turn into tasks are listed so you know where to look.
Transcribe a scanned logbook
Component logbooks are photocopies, handwritten, sometimes decades old and in more than one hand. Each transcribed entry carries how well the page could actually be read; the ones it could not read are listed first and are not pre-selected, because an hours figure guessed off a smudge becomes a life-limit calculation.
Classify a defect or a shop finding
From the description alone, a suggested ATA chapter, priority and classification, with the reasoning shown. On a shop finding it drafts the task the finding becomes and flags whether operator approval is needed — but it never answers the CAMO approval question, which belongs to a CAMO engineer on review.
Assess an airworthiness review
Reads the review checklist, its findings, the evidence inspected, the defects still open and anything overdue, and reports what stands between that record and a defensible review — separating what blocks a certificate from what merely wants recording. It does not tell you whether the ARC can be issued. That follows from the gaps, and the reviewer signs it.
Draft a reliability review
Holds the defect record for the period against the programme’s task intervals and writes the findings and recommendations an AMP effectiveness review needs, including which intervals the numbers would support changing. Those are proposals; changing an interval goes through the programme’s own approval path.
Ask about the fleet
A question in plain language — is this aircraft airworthy, what is overdue, which defects are grounding something — answered from your own records, with each lookup shown as it runs so you can see where the numbers came from rather than taking them on trust.
- Effective date
- 14 March 2024
- “This AD becomes effective on 14 March 2024.”
- Compliance
- Within 110 flight hours or 12 months, whichever occurs first
- “…within 110 flight hours or 12 months after the effective date of this AD, whichever occurs first.”
- Applicability
- Not found in document
- Serial range not stated in the document. Left for you to scope against the fleet.
- It drafts. You sign.
- Nothing here writes to a record on its own. Every suggestion is shown as a draft for a person to apply, edit or discard, and the conclusions that carry legal weight — whether an ARC can be issued, whether a release is valid — are never asked of a model at all.
- Every draft is traceable
- A draft that becomes a record carries how it was produced: the model, the version of the instruction it was given, a checksum of the exact document it read, the passages it quoted and who accepted it. Years later, “where did this date come from” has an answer better than “the computer filled it in”. The assistant’s answers are not records and are not stored — asking a question changes nothing.
- Off by default, and genuinely off
- The assistance layer is optional. An operator who does not enable it sees no AI anywhere in the product — not a disabled button, not a greyed menu — and every other part of AviCamo works exactly as it does now.
When an inspector asks, the answer is one record away
Who signed this release, against which programme revision, on what hour reading, and what was open at the time? Every change to every record is written to an append-only audit log by the server, not by the browser that made the change. Nobody can edit it, including an administrator. Work orders, releases to service and defects additionally keep their own history, so a single record carries its whole life.
- 2026-03-14 09:42:18ZcrsRecord.issued by m.keaneCRS 2026/0187 · WO-1042 · G-AMPS · AMP rev 7 · 11 448.5 h
- 2026-03-14 09:41:55ZworkOrder.closed by m.keaneWO-1042 · 6 tasks complete · 0 open
- 2026-03-13 17:20:03ZflightLog.created by a.petrouG-AMPS · +1.8 h · 11 448.5 h total
One operator, one database
Not a shared platform with your name on a column. Each operator is deployed into its own cloud project.
- Your own database
- Each operator gets a dedicated cloud project. Your fleet data is not a row in a shared table with a tenant column — there is no other tenant.
- Hosted in the EU
- Data and processing sit in europe-west1. Nothing is replicated outside the region.
- Exportable, always
- Records stay readable in open formats. Leaving is a data export, not a negotiation.
Connect your own Claude account
AviCamo publishes a Model Context Protocol server, so you can ask about your fleet from the Claude app you already use.
- Your permissions, unchanged
- A connector token carries no authority of its own. It answers with exactly what its owner could see in the app — same role, same aircraft assignments — and the role is read fresh on every request, so demoting someone revokes every token they hold at once.
- Read-only
- Fourteen tools, all of them reads: resolve a registration, pull an aircraft’s airworthiness status, list what is due, open a defect, a work order or a mandatory item, search the audit log. Nothing a connector can do changes a record.
- Revocable, and visible
- Add AviCamo as a connector and sign in with your normal account — an OAuth consent screen, no key to paste. Connected apps and personal tokens are listed and revoked from your own settings, tokens expire on a date you set, and only a hash is stored — a leaked token is revoked in one click rather than discovered in a log.
Bring your fleet and we will show you its forecast.
A demo runs on your aircraft types and your programme, not on a sample fleet.