Skyvize

We care about the details.

Upto $150,000. That's what a grounded plane can cost an airline. Per hour.

A hundred thousand pages. That's where the fix is written. When it can't be found, the industry has a name for what happens instead: shotgun maintenance. Parts are removed and replaced with the hope that the fault is repaired. On mechanic's discretion. Boeing's word, not ours.

The average FAA Mechanic is 54 years old. 41% of them are over 60. The US is already 17,800 short, and the projections are only rising.

An AI aircraft maintenance engineer that never guesses.

Skyvize compiles your manuals, your dispatch rules and your fleet history into a system that answers with its evidence attached.

Request a walkthrough See a worked example

The knowledge is walking out the door.

Airlines fly aircraft that are decades old and endlessly customised, kept airworthy by people holding knowledge that exists in no manual and no database.

17,000
Mechanics short in North America today
45,000
More retiring over this decade
$10k to $150k
Cost of every hour an aircraft sits grounded
About half
Of reported defects that do not resolve cleanly against the manual

Not a chatbot that has read some manuals.

A compiler. It takes what your airline already holds and turns it into a structured, versioned system that can be queried, cited and audited.

  1. What your airline already holds

    Maintenance manuals, dispatch rules, service bulletins, fault isolation procedures, and your own fleet’s repair history.

  2. The compiler

    Parsed into a structured, versioned knowledge system that can be queried, cited and audited. Not embedded into a vector blob and hoped over.

  3. An answer that carries its evidence

    What is probably wrong, whether it can legally fly, for how long, and whether this fleet has beaten it before.

Rules decide what is legal

Whether the aircraft may depart, and for how long, is settled deterministically against the approved minimum equipment list and that tail's configuration. There is no model in this path.

Reasoning starts where the manual stops

For the half of defects the manual does not resolve, AI weighs the evidence the compiler assembled: the procedures, the bulletins, and what this fleet has already seen. It cites, or it says it cannot.

A worked example

03:10. A defect comes in.

Entered by the duty engineer

R BLEED TRIP OFF illuminated during climb, FL180. Reset OK. Recurred on descent. Tail VT-4521.

Finding this by hand means the maintenance manual, the minimum equipment list, the open bulletins for this configuration, and whatever the fleet already learned. Usually about an hour, at three in the morning.

Defect summary

Right bleed system trip. Intermittent, recurring within a single flight.

Tail VT-4521, A320, post-bulletin 36-1042 configuration

Dispatch status

Dispatch permitted under MEL 36-11-01a, Category C, subject to the (M) procedure: bleed monitoring computer test per the maintenance manual.

Rectification required within 10 days, by 04 Aug 18:40 UTC.

FAA-approved MMEL item 36-11-01, Rev 22
AMM 36-11-05, Rev 14

Probable cause, ranked

  1. 1

    Sense line temperature sensor, intermittent fault

    Matches two of three similar cases on this fleet in the past 90 days, both in the same post-bulletin configuration as this tail. Both were resolved by replacing the sensor, not the valve.

    Fleet history WO-88213 (MSN 4519), WO-89042 (MSN 4527)
    Fault Isolation Manual 36-11 Task 801, Rev 14

  2. 2

    Precooler control valve sticking

    One of three similar cases. Requires an operational check before it can be ruled in or out.

    Fault Isolation Manual 36-11 Task 802, Rev 14

Compliance

No open airworthiness directives and no deferred defects against ATA 36 for this tail.

Confidence and gaps

Moderate. Two fleet precedents is not a large enough sample to call this confidently. Run the computer test before committing to a fix.

Every line above is drawn from the manufacturer's current manual, the approved minimum equipment list, and this airline's own fleet history. None of it comes from model memory.

Why an airline can put its name on this.

Dispatch legality is decided by rules

Whether an aircraft can fly with a defect is a deterministic question against the minimum equipment list. It is answered by rules, never by inference.

It runs on your servers

Your manuals, your fleet history, and your defect data stay inside your own infrastructure. Nothing leaves the airline.

Every line names its source

An exact document, at an exact revision, for that exact tail number’s configuration. If it cannot be cited, it is not stated.

Judgment is bounded

Where the manual runs out, AI reasons over the evidence in front of it. It is never permitted to invent an answer it cannot support.

The licensed human always signs off. The system never guesses.

Skyvize gives a qualified engineer in seconds what would otherwise take an hour of searching and a colleague who has already left. What it does not do is decide.

Bring us a defect you have already closed.

We will run it against your own documentation and your own fleet history, and you can check the answer against what your engineers actually did.

Request a walkthrough