The homepage shows you the headline. This page shows you what's actually running underneath it: how a tail becomes a Radar candidate, how an airworthiness directive gets matched to exactly who it touches, and every other real surface in the product. Log in and the first thing you see is a command center, not a search box — real-time counts on teardown pipeline size, shop-visit demand, at-risk lessor exposure, and contract churn risk, each one a shortcut straight into the surface behind it.
Specific tails, ranked as near-term teardown or parts-out candidates — grouped by operator, aircraft type, and confirmed engine so a real cohort of aircraft reads as one row, not thirty near-identical ones. Tail-level timing exists where a government publishes its register: deepest for the United States and Australia today, thinner across the other 28 registries we scrape. Everywhere else you get fleet-level engine facts, not per-tail dates — and the product says which is which.
Every candidate has a confirmed engine assertion — never inferred from the aircraft type alone. A parts-sourcing list that guesses at what engine is on the airframe isn't a lead, it's a liability, so an unconfirmed match simply doesn't appear here.
Every row states its actual reason — the age window it fell into, plus the real retirement, distress, or grounding article behind it when one exists. Never a bare badge with nothing to show for it.
A class-level estimate of years left in the engine's current overhaul cycle, and a separate estimate of when the airframe's next heavy structural check is nominally due — two different real maintenance events, each labeled as an estimate with its own methodology shown, never presented as a manufacturer figure.
The real, standard component categories a teardown of that airframe actually recovers — engines, APU, landing gear, avionics, flight controls, interior, structure — plus the real confirmed engine count for that type. Deliberately no dollar estimate anywhere: used-serviceable-material pricing swings too widely with condition and demand to guess at honestly.
The most urgent lead always surfaces first — not just the most recent one. An unplanned trigger like a grounding or an AD outranks a routine one like a fleet-size change, whatever order they actually published in. Every detector below runs on every scheduled pipeline pass and feeds that same ranked list, so nothing gets buried by bad timing.
A mandatory, deadline-driven AD for any tracked engine family, matched to every company with a confirmed exposure — sourced from both the FAA and EASA, labeled by which regulator actually published the specific one you're looking at.
Three independent contributors: published bankruptcy/restructuring news, negative stockholders' equity from a company's own SEC filing, and thin cash relative to revenue combined with an above-peer-median mechanical-report rate — never one weak signal alone.
Fleet groundings and flight suspensions, whatever the cause. Always urgent, whether it's a safety directive, an inspection campaign, or an incident.
A tail's FAA registrant of record changed between two scrape runs — a real ownership or lease transfer, caught by diffing our own registry snapshots, not a press release.
A licensed dismantler has publicly named the operator of an airframe it has actually torn down — a completed fact, not an announced future retirement.
An announced phase-out of an aircraft type — tomorrow's teardown and parts candidates, flagged the day they're announced, not the day they arrive at a breaker's yard.
Projected renewal windows on MRO relationships we've seen signed — a rebid worth chasing early, sourced from both news coverage and MRO providers' own press releases.
Aircraft entering a typical overhaul age window, computed from real delivery dates on file — never a third-party claim, always labeled as our own computation.
Orders, expansions, MRO signings, and engine issues at a company with at least one engine on file — engine issues rank urgent, the rest rank routine.
A new CEO, chairman, or board director — reach out before their first supplier decision locks in.
A contact you already track shows up at a different tracked company than where you last saw them — a real hire, caught by reusing contact history the pipeline already collects.
Real company and tail counts per published directive — a floor, not a census, since tail counts only include registry-confirmed aircraft. Every card states which regulator actually issued it, so a non-US carrier appearing under an FAA-sourced AD reads as what it is: a real cross-jurisdiction engine match, not a data error.
Every tail with real, current maintenance demand — a recent Service Difficulty Report or an open AD on its confirmed engine — never gated on airframe age the way the Radar is, so a 3-year-old tail with real mechanical activity still shows up. Each row lists which of your tracked Part-145 organizations are actually approved for that engine family.
Every tracked operator sorted by real average fleet age, with a count of how many of their tails already clear the Radar's own age bar — context an average alone can't give.
What actually changed in an operator's fleet between two dates — tails added, tails removed — computed from real first-seen/removed-at registry evidence, never an inference from age alone.
Aggregate lease-portfolio figures straight from each lessor's own SEC 10-K/20-F — total future lease payments they're owed, and the book value of the fleet they hold. Who owns the fleet, not just who flies it. Four lessors today — the ones that file with the SEC.
Real tracked operators grouped by the real trust or leasing entity their tails are registered to (from FAA registrant text), where at least one already shows a real elevated Lease Return Risk Score — five real factors deep: trust-owned structure, financial distress, a registrant change, a real FAA lien filing, and fleet age. No repossession date, no lease-end date — this product has neither and never will.
Real, named MRO servicing relationships — who services whom — matched deterministically by name against news coverage and MRO providers' own press releases. Never guessed: a headline naming more than one possible provider, or none, produces no row. Only a handful of relationships are on file today, so this surface grows exactly as fast as real contract news is published — not faster.
MRO contract renewal risk built from three real, already-tracked signals on the same company — a contract likely approaching renewal, a recent C-level leadership change, and a recent engineering-talent poaching alert. Never a forecast or a fabricated RFP probability: every company shown has at least one of the three real things actually on file. Today that list is short for the same reason.
Real FAA Parts Manufacturer Approvals whose aircraft Model text matches one of your tracked fleet families — family-level matching only, never an exact-variant claim, from a manual export since FAA's live API sits behind active bot detection.
A real, searchable directory of the maintenance organisations EASA itself approves outside the EU — its third-country Part-145 list, over 4,800 real approval records, filterable by engine family and country, feeding the capable-MRO match on every shop-visit row. Shops approved by an EU national authority (Germany's LBA, France's OSAC) are not in this list yet.
Real-time material corporate events — leadership changes, restructuring, major agreements — straight from each SEC-registered company's own 8-K filings as they're published, categorized by the filing's own item code.
Six focused tabs — Overview, Fleet, Verified Tails, Signals Timeline, Linked Opportunities, and Financials — instead of one long scroll. Full fleet roster tail by tail, engine exposure by family, registrant concentration, real financials when SEC-filed, and the few contacts we could verify from the company's own pages, each labeled with where it came from. This is not a contacts database and doesn't pretend to be.
A real fact and a labeled estimate are never allowed to look the same. If the data doesn't confirm something, the product says so instead of sending your team to pitch on a guess.
An aircraft type with more than one possible engine option stays unconfirmed until a registry or a source states the real engine. It never quietly becomes a false badge that sends your team chasing the wrong shop.
Every timing estimate on the Radar states its own methodology inline — a class-level assumption, not a manufacturer figure — and every part-out yield lists real categories with no invented valuation.
A scheduled pipeline scrapes, normalizes, and de-duplicates structured data on a fixed schedule. Nothing is synthesized by a model on the way to your screen — what you see is what was actually collected.
Per named seat, billed to your organization. No self-serve signup yet — every account is set up by hand so we can get your team's first login right.
