FAA compliance documents, built from the rule text and checked against it.
Leases, LOA packages, MELs and HAZMAT programs for business jets and helicopters. Every requirement in your document traces to the exact paragraph of the regulation that creates it, quoted and cited. You can check our work, and so can your inspector.
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.
- 1. Tell us what you need
- 2. Aircraft and operation
- 3. Your plan and records
- 4. Quote and deposit
- 5. Approve, pay balance, receive
What the standard means on your document
Nothing is written from memory
Every requirement is tied to the published text that creates it: the paragraph of 14 CFR, FAA Order 8900.1 or the Advisory Circular, quoted with its number. A requirement we cannot match to the source text does not go in the document.
Must, should and may stay separate
Obligations are classified by the wording the source itself uses. A recommendation is never handed to you as a requirement, and a requirement is never softened into a suggestion.
Your inspector's checklist is part of the input
The FAA publishes the data collection tools its inspectors use to evaluate documents like yours. Those criteria are in the requirement set from the start, not added after the fact.
Aircraft facts come from primary evidence
Part numbers, software loads and installed capabilities are taken from the AFM, Form 337, the STC, the 8130-3 and the work orders, declared once, and used everywhere. What the evidence does not support is not asserted.
The package is checked against itself
Every document and attachment is checked against the same declared facts, so the MEL, the manual and the application say the same thing, at revision 1 and at revision 6.
Sources are tracked, not remembered
The sources behind every live product are tracked by edition and checked nightly. When a rule changes, the documents built on it are held for review instead of going out against stale text.
Pilots and specialists set the standard
Working business jet and helicopter pilots and compliance specialists decide what the documents have to say, and a named specialist signs off before release. Our process is what makes that judgment hold on page 40 as well as page 1.
How it works
Answers and records
A short intake about your aircraft and operation, then the records we list for you. Tell us who holds them (your maintenance provider, DO or management company) and we request them directly, with a secure upload link, and follow up for you.
A specialist prepares everything
A named specialist prepares the complete package from your records, checks it against the published requirements, and sends you a proof. Questions go to one person who knows your file.
Flat fee, in two parts
One fixed price, quoted before you pay anything. A 50% deposit starts the work; the balance is due only when you approve the finished documents.
You accept a flat-fee quote, then a 50% deposit starts the work. The remaining 50% is due only when you approve the finished documents. The deposit is refundable before work starts.
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Helicopter operators are covered too
Part 91 and 135 helicopters, HAA, Part 133 external load and Part 137. Same standard, same pricing.
Helicopter documentsA named, qualified specialist signs off on every order before release. Not legal advice. Not FAA approval or acceptance. You submit to the FAA. How we verify
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.