Accuracy is built in, not promised
This is the standard every document we release is built to. It is written so that you can audit it: every requirement in your package carries the citation it came from, so you can read the rule yourself and see where the document answers it.
Hand-edited document packages do not converge
A compliance package is several documents and dozens of attachments, and the same fact appears in many of them. Change a part number in one place and two others now contradict it. Fixing one document by hand often creates a new conflict in another. We check every document in a package against one verified set of facts instead. That is what breaks the cycle.
The standard
1. Nothing is written from memory
Every requirement is anchored to the published text that creates it: the specific paragraph of 14 CFR, of FAA Order 8900.1, or of the Advisory Circular that applies. That paragraph is captured word for word, with its number and heading, and the quote is checked against the source text rather than trusted. A quote that cannot be matched is discarded, not published. So a requirement is in your document because a published paragraph puts it there, and the citation in your verification report takes you straight to it.
2. Must, should and may are kept distinct
Obligations are classified by the wording the source itself uses. Text that says must becomes a requirement. Guidance that says should is presented as guidance. Permission is presented as permission. Both mistakes cost money: an operator gets committed to a recommendation it never had to adopt, or a real requirement gets written down as mere best practice. The classification follows the source, not an opinion about the source.
3. The criteria your inspector will use are part of the input
The FAA publishes the data collection tools its inspectors use when they evaluate documents like yours. Those evaluation criteria are worked into the requirement set, so the document is built against what it will be judged on, not only against the regulation read in the abstract.
4. Aircraft facts are declared once, from primary evidence
A part number, a software load, an installed capability: each is taken from primary evidence, which means the AFM and its supplements, Form 337, the STC, the 8130-3 and the work orders. Each fact is declared once and used everywhere, and it carries the evidence it came from. Where the evidence does not support a fact, we do not assert it. Where two primary documents disagree, we tell you, instead of picking one and presenting it as settled.
5. Consistency across the package is checked, not eyeballed
A package runs to several documents and dozens of attachments. Reading them against each other is the task people are worst at, and it is the one that earns a return from the FAA. Every document is checked against the declared facts, so the MEL, the manual, the application and the attachments do not drift apart between revisions.
6. Sources are version-tracked and watched
The primary sources behind every live product are tracked against the FAA's and the eCFR's own published editions, with the edition and content of each one recorded, and checked every night. When a source changes, the documents built on it are flagged and held for human review. We would rather be late than release against a rule that has moved. Your verification report names the edition of every source your document was built from, with its date.
7. A qualified specialist signs off
The standard above is set by people who fly these aircraft and work with the offices that review the paperwork: working business jet and helicopter pilots and compliance specialists. A named, qualified specialist reviews and signs off on every order before release. Expertise decides what a document has to say. Our process is what makes that judgment hold on page 40 as well as page 1, and at revision 6 as well as revision 1.
8. Every copy is marked to you
Proofs are watermarked and low resolution. Clean files are released after the balance is paid, and each delivered copy is watermarked and fingerprinted to the buyer and the order.
What is in the package
- The document in DOCX and PDF, prepared from your answers and records.
- A verification report: the checks that were run, each applicable requirement with its citation and the result, and every source with its edition and date.
- A source audit sheet, so the regulatory text behind the document is in your records.
- A record of every check and sign-off, and a short summary of what to do next to submit it.
What we do not claim
- No FAA approval, acceptance, endorsement or affiliation. Only the FAA accepts or approves, and it can ask for changes to any document.
- No promised regulatory outcome, and no date on which the FAA will act.
- Not legal advice. Have your aviation attorney and tax advisor review leases and agreements.
- No testimonials, customer names or counts. We are new, and we will not invent them.
- Where the evidence for a fact is missing or contradictory, we flag it instead of filling the gap.
Three questions are worth asking of any compliance document: which paragraph requires this, which edition of that paragraph, and where in the document is it satisfied. All three are answerable for every line we deliver. See also security and data retention and disclaimers.
BizJetDocs is not affiliated with or endorsed by the FAA. Not legal advice. We cannot guarantee FAA acceptance or approval. You are responsible for the accuracy of your answers and for submitting to the FAA. Liability is limited as set out in the Terms.