SDVOSB — Service-Disabled Veteran-Owned Small Business Ret. USAF F-15C pilot · 22-year veteran A KBM Solved IT company
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Audiences & journeys

Built for the operators legacy vendors skip.

Enterprise operations platforms are priced and scoped for the largest carriers. The operators below carry the same regulatory weight and the same disruption physics on a fraction of the staff and budget — which is a product problem, not a discount problem. Each has its own path from first contact to a decision, and each of those paths starts with reading what is not built.

01

Regional airlines

Scheduled carriers running turboprop and regional-jet fleets, often on capacity-purchase agreements, with a real operations control centre and no eight-figure software budget.

Products that fit

The pressure

A regional operation carries the same regulatory weight and the same disruption physics as a major, on a fraction of the staff. One aircraft out of position at the wrong airport propagates through the day faster than at a large carrier, because there is less fleet to absorb it — and the tooling that would show it coming is priced for someone else.

What is actually needed

  • The constraint surfaced early enough to change the outcome, not documented after it.
  • Recovery options compared before a decision, with the cost of each one visible.
  • A decision record that survives a capacity-purchase partner’s review.
  • A price and a deployment footprint a regional operation can actually carry.

How this normally goes

  1. Read what is not built

    Start on the evidence page. If the gaps there are disqualifying for you, you have saved yourself a call and us a proposal.

  2. Forty-minute walkthrough

    Nexus Dispatch driven live on seeded data. You steer it. We open with the audit chain, because that is the part sceptics should attack first.

  3. Your operation, on paper

    We map the risk drivers you would actually want scored against what the engine reads today, and name the ones that would need an integration that does not exist yet.

  4. A scoped pilot, or a clear no

    Success criteria and evidence tiers agreed in writing before anything starts. If the honest answer is that we are a year early for you, that is the answer you get.

The question we get first

We are a regional. Are we big enough for this to be worth it, or too small to matter to you?

Regionals are the operators this portfolio is shaped around — not a smaller version of a major-carrier product. The reason is structural: you carry the same disruption physics with less fleet to absorb it, which makes an earlier signal worth more to you than to a carrier that can swap around a problem. What you should press us on is deployment footprint and price, because those are the things that make enterprise tooling unusable for you, and they are legitimate questions to ask before a demo rather than after.

A scenario, clearly hypothetical

Illustrative: an inbound aircraft is running forty minutes late into a spoke station and the outbound crew is close to a duty limit. On a time-sorted board that flight sits mid-list until the crew times out. On a risk-sorted board it is at the top an hour earlier, with the duty margin named as the driver, while a swap is still cheap.

02

Part 135, charter & fractional

On-demand and fractional operators flying short-notice missions where the schedule is written the night before and rewritten in the morning.

Products that fit

The pressure

Charter operations change constantly and the operational picture lives in a chat thread, a spreadsheet and someone’s head. There is rarely a dedicated operations control centre, so the same person is running the schedule, watching the weather and reading crew legality — usually while a client is on the phone.

What is actually needed

  • One screen that consolidates weather, crew and aircraft state instead of four.
  • Weather briefings that are readable the first time, at fields where the automated audio is marginal.
  • One preflight picture instead of four websites, with the gaps in it clearly marked.
  • A written trail of what was decided and why, for the operational control file.
  • Something that installs and runs without an integration project first.

How this normally goes

  1. Read what is not built

    Particularly the integration list. If you need us to talk to your scheduling software on day one, we do not, and that is on the page.

  2. Start with AeroVox

    It is the fastest thing in the portfolio to judge and needs no briefing: the same observation rendered by legacy automation and by us, side by side, transcripts on screen.

  3. Then the dispatch board

    A walkthrough of the consolidated picture, framed around whether it removes reading rather than whether it adds a screen.

  4. A scoped pilot, or a clear no

    Small operations feel a bad software decision immediately. We would rather scope narrowly and be judged on it than sell breadth.

The question we get first

We do not have an OCC or an IT department. Is this going to become a project?

It should not be, and if it looks like becoming one you should walk. The demonstration surfaces are self-contained with no mandatory external dependency, which is what makes a small deployment realistic. The honest caveat is the other direction: because nothing integrates with your scheduling or maintenance software yet, some of what you would want consolidated would still be entered rather than read. That is a real limitation and it is on the product pages.

A scenario, clearly hypothetical

Illustrative: a trip is repositioning into an uncontrolled field at dusk with deteriorating conditions. The crew needs the weather in words they can trust on the first read, and the operator needs the constraint visible before the aircraft launches, not after it goes missed.

03

Flight crews & pilots

The people the rest of this portfolio is ultimately about — pilots and cabin crew, whether flying a scheduled regional line, an on-demand charter leg, or a light aircraft on a private flight.

Products that fit

The pressure

Crew carry the consequence of every decision the systems above them make, usually with the least time and the worst tooling. A preflight briefing is assembled by hand from four sources under time pressure. A layover is a fixed window in a city you may not know, in a language you may not read. Neither problem is glamorous, and neither is solved by anything sold to the airline above you.

What is actually needed

  • A briefing that says plainly which of its sections are live and which are not.
  • Information that is shaped around the route being flown rather than the phone being used.
  • Software that leaves the decision — and states that it leaves the decision — with the pilot in command.
  • A layover that is usable rather than defaulted to the hotel restaurant.

How this normally goes

  1. Read what is not built

    For Flight Service that means the placeholder sections; for CREW Downtime it means all of it. Both are on the product pages before any pitch.

  2. Try it on a real route

    Flight Service is worth judging on a route you actually fly. There is nothing to try for CREW Downtime, and we will say so rather than mock something up.

  3. The boundary conversation

    Where the software stops: no go/no-go verdict, no filing, no official status, and — for anything crew-facing — who can and cannot see a crew member’s position.

  4. A scoped trial, or a clear no

    Crew-facing software gets abandoned quietly when it is not good enough. We would rather scope narrowly and be judged on it than ship breadth nobody opens twice.

The question we get first

Every app aimed at crew was designed by someone who has never done the job. Why is this different?

Partly it is not, and you should assume that until it earns otherwise — which is a thing to test, not a thing to argue. What we can point at is the boundary discipline: Flight Service refuses to issue a go/no-go verdict, badges its placeholder sections on the surface instead of in a footnote, and marks computed performance figures unusable until a human has checked the table against the aircraft flight manual. CREW Downtime is labelled CONCEPT because nothing is built, rather than demonstrated on a mock-up. That is the part you can check today.

A scenario, clearly hypothetical

Illustrative: a departure with a temporary flight restriction near the route and a wind aloft that changes the sensible cruising level. Both facts are public and both live on separate websites. The value is not new data — it is the two of them arriving in the same place, with the sections that are not live clearly marked as not live.

04

OCC leadership

Directors and vice-presidents of operations accountable for network performance, disruption cost and the answer to what happened this morning.

Products that fit

The pressure

Leadership is handed retrospective reporting and asked forward-looking questions. The gap between the two is filled by hand, slowly, by people who could be running the operation instead — and the decision history that a safety review or a board asks for is reconstructed from memory.

What is actually needed

  • A forward view of what is about to constrain the network, with the drivers named.
  • Answers to operational questions that are sourced and can be re-derived tomorrow.
  • A decision trail a reviewer can verify rather than take on trust.
  • One set of numbers that means the same thing on the floor and in the boardroom.

How this normally goes

  1. Read what is not built

    The evidence page states plainly that nothing here is operational, certified or integrated. Everything after that assumes you read it.

  2. Bring your evaluator

    The walkthrough opens with chain verification and the deliberate tamper test. The interesting session is the one where someone tries to break it.

  3. Governance review

    Human-approval gating, deterministic scoring, degraded-mode behaviour and the list of certifications we do not hold — reviewed against your own procurement standard rather than our marketing.

  4. A scoped pilot, or a clear no

    With success criteria and the evidence tier of every claim agreed before the work starts, so the argument about whether it worked happens at the beginning.

The question we get first

How is this different from the last three vendors who promised predictive operations?

Mostly by not promising it. Nothing here predicts: the deviation lookahead is a deterministic score over current conditions and published constraints with the drivers listed, and it changes when they change. We also publish what is not built on every product page and list the certifications we do not hold. That is a weaker pitch than prediction and a stronger position in a procurement review, which is the trade we have deliberately made.

A scenario, clearly hypothetical

Illustrative: a traffic-management programme lands on a hub at the start of an evening bank. The question is not what it will cost after the fact — it is which of three sequenced recovery options costs least in misconnections right now, and who signed off on the one that was chosen.

05

Airports & FBOs

Airport operators and fixed-base operators responsible for the weather information that reaches pilots and operations staff on the ground.

Products that fit

The pressure

The observation at your field is accurate. What people actually receive often is not — legacy automated audio is hard to parse through a marginal receiver, briefing packets get rekeyed by hand, and mixed-language traffic is served in one language because adding another to legacy equipment means a new voice library.

What is actually needed

  • A briefing built from the observation by rule, so it says the same thing every time.
  • Additional languages without new recording equipment or a new voice library.
  • Text published beside audio so the words can be checked against the observation.
  • Something that sits alongside the certified installation rather than touching it.

How this normally goes

  1. Hear the comparison

    Fifteen seconds, no briefing needed: the same live observation rendered by legacy automation and by AeroVox, with both transcripts on screen.

  2. Read the boundary

    AeroVox is not an ATIS, AWOS or ASOS replacement and touches no transmitter. If what you need is a certified installation change, we are not it.

  3. Talk about the briefing channel

    Where a rendered briefing would actually go at your field, who reviews it before it is distributed, and in which languages.

  4. A scoped trial, or a clear no

    Your field, your observation, your languages — and your review step, because the review is the part that makes it deployable.

The question we get first

Is this touching our certified weather installation?

No. AeroVox is not connected to any transmitter, is not an ATIS, AWOS or ASOS replacement, and nothing it produces goes out on a frequency. It renders the same authoritative observation into a reviewable briefing for channels you already control. If your requirement is a change to the certified installation itself, that is a regulated project with your regulator and this is not that product — we would rather say so now than discover it in month three.

A scenario, clearly hypothetical

Illustrative: a field with a mixed training population and a significant number of non-native English speakers. The observation is accurate and the briefing built from it is inconsistent, so it is not being used the way it was designed to be.

06

Government & sovereign aviation

Public-sector, defence and state operators whose data cannot leave their environment and whose decisions must be defensible on the record.

Products that fit

The pressure

Cloud-first commercial tooling is unavailable, or available only after a procurement cycle longer than the requirement. What is needed is software that can be inspected, deployed inside a controlled environment, and explained to a reviewer line by line.

What is actually needed

  • Deployment inside a controlled environment with no external service dependency.
  • Deterministic behaviour that can be inspected and re-run, not a black box.
  • A tamper-evident record of every decision, verifiable by the reviewer.
  • Honest maturity labelling, because an overstated claim fails a procurement review.

How this normally goes

  1. Read what we do not hold

    The trust page lists it explicitly: no authority to operate, no FedRAMP, no SOC 2, no accreditation of any kind. That list is the honest starting position.

  2. Inspect, do not demo

    The useful session is a technical review of the deterministic scoring path and the decision chain, not a guided tour. Bring the person who will have to sign.

  3. Deployment shape

    What running inside your boundary actually requires, what the software needs outbound (nothing mandatory), and where the record set lives.

  4. A scoped evaluation, or a clear no

    If your requirement has an authorisation gate we cannot pass today, the answer is no with a timeline, not a roadmap slide.

The question we get first

You hold no authorisation. Why would we start a conversation at all?

For most programmes with a hard authorisation gate, you should not — and we would rather say that than consume your evaluation cycle. Where it is worth a conversation is earlier: requirements definition, a technical assessment of the deterministic and audit properties, or a pilot in an environment that does not require accreditation. What we can offer today is software you can inspect and re-run, deployed where your data already is. What we cannot offer is a certificate, and we will not imply one is close.

A scenario, clearly hypothetical

Illustrative: an evaluator asks how a recommendation was produced and whether the record could have been edited afterwards. The useful answer is a deterministic scoring path they can re-run and a chain verification they can fail on purpose.

Scenarios on this page are illustrative. They describe operating situations we designed the products around — not customers, not engagements, and not outcomes we have produced. If a scenario does not match your operation, that is useful information for both of us and worth saying on the first call.

Next step

Which of these is closest to you?

Tell us what you operate and where the surprises come from. If none of our products fit, that is a short conversation and an honest one — and you will get it within two business days rather than after a discovery process.

Start the conversation