From event to answer without changing tools
The flight safety department, the fleet engineers and the accountable manager work the same file. Every record carries its source, its custody trail and the analysis it fed, so the internal review and the regulator's questions are answered from one place.
- ▸FDR, QAR, CVR, ADS-B and radar decoded onto one synchronised timeline
- ▸Emergency squawk and signal-loss intake with rescue-window alerts based on terrain, weather, exposure and response time
- ▸Aircraft-specific aerodynamic and propulsion models, including turboprop and propeller effects
- ▸Competing causes scored against the evidence actually held, not against a template
- ▸Evidence gap radar showing exactly what to collect next, and why it changes the answer
- ▸Occurrence frames for fuel, pressurisation, incapacitation, loading, ground handling and wake turbulence
- ▸Navigation interference and deliberate-diversion hypotheses tested without inferring motive or attribution
- ▸ICAO Annex 13 report structure with peer review and sealed findings
Serious incidents, not just hull losses
Most of what an airline investigates never makes the news: a rejected takeoff, a tail strike, a ramp collision, a turbulence injury, a fuel imbalance nobody can explain. Each of those has a dedicated model, and each refuses to give a verdict when the governing measurement is missing rather than guessing at one.
Defensible in front of a regulator
Every figure on the report traces back to the record that produced it and the model version that computed it. Predictions can be sealed before the wreckage is found, so the platform's accuracy is checkable rather than asserted.