Enterprise DNA

Instead of Veryon

Stop renting Veryon. Own your maintenance tracking.

We build your version around your fleet, your maintenance programme and the way your engineers release work, bring your Veryon due lists across and run it for you. Your pilots keep filling in the tech log the way they do now.

Veryon charges an annual subscription for every aircraft on the system, with the cost varying by make and model, plus a one-time enrollment fee. The price is quoted privately.

Get your version built See it working
  • check_circleYour data in a database you own
  • check_circleOpen source, no lock-in
  • check_circleBuilt and run by Enterprise DNA

What the subscription covers

You pay every year, for every tail, for screens over your own records

Veryon does not publish a price. It says how the bill is built, and most of it is the layer over records you already own.

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A subscription for every aircraft

Veryon charges an annual subscription for each aircraft you manage on the system, and the cost varies by make and model. A new helicopter is a new line on the bill.

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A fee to get started

There is a one-time enrollment fee for an onboarding analyst to gather and migrate your data and review your maintenance tracking before you use it.

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Analysts to keep your register

Veryon's analysts apply relevant directives and service bulletins weekly. You pay for someone else to keep the register of your own aircraft.

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More modules for helicopter work

For helicopter operators, fleet management, MRO management, inventory and business support are grouped under Veryon Tracking+, a separate product from the tracking itself.

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A price you only get by asking

There is no price list. Veryon asks you to get a quote to understand its pricing, so you cannot compare the bill without a sales call.

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Your history in someone else's system

Every hour, inspection, directive and release your engineers have recorded lives inside the vendor's software, and leaving means asking for it back.

Your own maintenance control

Start with what the maintenance controller and the chief pilot ask every morning

Airworthiness

Answer "can it fly?" before the pilot asks

Every reason an aircraft should stay on the ground, from the records, in one answer per aircraft.

  • check Overdue inspections, expired deferrals and parts past their life limit, by aircraft
  • check A tech log entry that warns when it takes the aircraft past an item
  • check Work done on a work order but not yet released to service
  • check Open defects on aircraft that have flown since they were raised

Due list

Know what is due on every aircraft, by hours, cycles and days

The last time each item was done plus its interval, against the hours and cycles the tech log says the aircraft has today.

  • check Whichever comes first of hours, cycles or calendar days
  • check A date for each item at the rate that aircraft is actually flying
  • check A work pack for the next downtime, so the aircraft is on the ground once
  • check Reviews of airworthiness flagged 30 days out so they can be booked

Directives and parts

Keep the directive register and life-limited parts straight

Every directive against every aircraft of its type, and every tracked part with its own hours and cycles since new.

  • check Hours flown since a directive took effect, counted against its window
  • check Recurring directives on the due list with the inspections
  • check Parts that keep their own hours and cycles when moved to another aircraft
  • check Parts fitted with no release certificate on file

Releases and paperwork

Releases that refuse what they should

Nine checks against the rules an operator maintains its aircraft under, and the documents owners and auditors ask for.

  • check A release refused with a task open, a lapsed licence or no rating for the type
  • check A review of airworthiness refused without an inspection authorisation
  • check A branded monthly maintenance status report for each aircraft owner
  • check Work orders and directive compliance records ready to print

Make it yours

Design your own Veryon replacement

Everything starts from the open-source base. Then it gets your name, the parts you run, your rules and your data from Veryon. Try it here, and we build the real one.

2. What it runs

3. Make it fit

4. Your colour

Your business · your Veryon replacement Your version
YB Your business

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Answered from your own database

Build my version

We build it from the open-source base, bring your Veryon data across and run it for you.

What it looks like

Ask it like you would ask a colleague

Real answers from fictional demo records for a Queenstown helicopter and charter operator. Your engineers ask the question and check the records behind the answer.

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Aircraft Maintenance for Claude Code

Connected to your own database

Which aircraft can fly today, and what is stopping the others?

ZK-SLA Airbus AS350 B3: NOT SERVICEABLE

8437.1 hours, 21579 cycles STOP DCA/AS350/906 not assessed, past its compliance window STOP D-0031 open defect: Starter generator slow to engage on second start STOP WO-0412 has work done and not released to service soon DCA/AS350/905 due in 12.0 h

ZK-SLB Airbus AS350 B2: NOT SERVICEABLE

12900.7 hours, 31028 cycles STOP 100HR 100 hour inspection overdue (3.4 h over) STOP Tail rotor blade TR-4471 past its life limit (2.3 h over)

ZK-SLC Cessna 208B Grand Caravan: NOT SERVICEABLE

6246.7 hours, 7549 cycles STOP D-0027 deferral expired 2026-10-20 (MEL 30-1 (10 days)) soon Review of airworthiness due 2026-11-05: book it

ZK-SLR Robinson R44 Raven II: SERVICEABLE

1942.5 hours, 6175 cycles Nothing due inside the planning window.

Ask it anything

Questions answered from your maintenance records

Real questions the free version answers today on its demo data. They are not a claim that Veryon cannot produce a custom report.

chat_bubble Which aircraft can fly today, and what exactly is stopping the others?
chat_bubble Which new directives have not been assessed, and how many hours has each aircraft flown since they took effect?
chat_bubble What falls due across the fleet in the next 90 days, in date order, at the rate each aircraft is actually flying?
chat_bubble Which aircraft flew past an inspection, and by how much?
chat_bubble Which life-limited parts are within 50 hours of their limit, wherever they are fitted now?
chat_bubble Which work was released by an engineer whose licence had lapsed or who holds no rating for the type?
chat_bubble Which aircraft flew with work done but not released, or with a defect neither fixed nor deferred?
chat_bubble Which deferrals run out this week, and how many flights has each deferred defect flown?
chat_bubble What should go into the next downtime on one helicopter so it is on the ground once, not twice?
chat_bubble Which parts are fitted with no release certificate on file?

Switching

How to switch from Veryon

A move involves exporting each aircraft’s Veryon due list, mapping it into the new database, checking the results, and running both systems side by side before you switch.

  1. 1

    Export each due list

    Use the export available in Veryon to save the due list for each aircraft as a CSV. The migration path is built around those due lists, not an automatic transfer of every record in your account. If you cannot find or produce a due-list CSV, check with Veryon about what your account can export before you plan the move.

  2. 2

    Load the due lists

    Set up your aircraft, engineers and components, then load the CSV due lists into the new database. Start with the test run, which shows what will come across before anything is saved. Review its report for items that need mapping. Then run the import to save programme items, including their intervals and when they were last done. Running the import twice does not duplicate items.

  3. 3

    Check the imported records

    Compare the imported due list against your last Veryon due list, line by line. Report layouts vary, so check any items the test run identifies for mapping and resolve differences before relying on the result. Directives come onto the register, but each aircraft’s directive assessment needs to be re-recorded by your engineer.

  4. 4

    Run both side by side

    Keep Veryon available while you run the new system alongside it for a short period. Compare the due lists and check that aircraft, intervals and last-done points match your Veryon records. Have your maintenance team review the directive register and assessments too. Resolve differences before making the new system your source for day-to-day tracking.

  5. 5

    Switch off Veryon

    Once you have checked the records and your team is ready to use the new system, stop using Veryon for day-to-day tracking. Confirm that your engineer has recorded each aircraft’s directive assessment, since those assessments do not come across with the directive register. Contact Veryon about ending your account under your agreement.

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Where the real effort goes

The main work is usually mapping your own report fields and rules, then deciding how much history to bring across. The available import covers each aircraft’s due list, including programme intervals and last-done points, rather than every record in your account. Your engineer re-records directive assessments. When Enterprise DNA runs the system for you, it maps your report and checks the result against your last Veryon due list line by line.

Not ready for a call?

Get your Veryon switch plan by email

We will send you the step-by-step plan for moving your business off Veryon, what the move really involves, and how we would do it for you.

One email with your plan. No spam, and you can unsubscribe any time.

Three ways to make it yours

Start with the free version or have your version built

Open source

Do it yourself

Free code

  1. 1 Clone the repo and run npm install, npm test and npm run demo.
  2. 2 Open it in Claude Code, Codex, OpenCode or Cursor.
  3. 3 Enter your aircraft, engineers and tracked parts by asking for them.
  4. 4 Export each aircraft's due list from Veryon to CSV and run the import with --dry-run first.
Get it on GitHub

Built around your business

We customise it

One setup fee, then a retainer

  • check Your maintenance programme, intervals, tolerances and MEL items
  • check Your Veryon due lists and component records brought across and checked line by line
  • check A phone tech log for pilots that works with no signal, if your crews want one
  • check Directive register upkeep, or a connection to your accounts, scoped for how you work
Get your version built

Omni by Enterprise DNA

We run it for you

One setup fee, then a retainer

  • check Installed and operated through Omni by Enterprise DNA
  • check Access for engineers, the chief pilot and the office
  • check Backups, restore checks and updates looked after
  • check The Monday review and the owners' monthly reports prepared for you to approve
Book a call with Sam

Questions

Instead of Veryon, answered

Our pilots fill in the tech log on paper or in an app. What happens to that? expand_more

In the free version the office enters the day's flying from a photo of the tech log page, a text or a spreadsheet, by asking. Nothing is guessed: if a figure is unclear, it asks. Each entry says straight away if it takes the aircraft past an item that is due. If your pilots want a phone tech log that works with no signal, we build that into your version.

How does our maintenance programme come across from Veryon? expand_more

Each aircraft's due list, saved as a spreadsheet, comes in as programme items with their intervals and when they were last done, and directives go onto the register. A test run shows what will come across before anything is saved, and running it twice does not double anything. Report layouts vary, so on the paid paths we map yours and check the result against your last Veryon due list line by line. Each aircraft's directive assessments are re-recorded by your engineer.

Veryon's analysts apply new directives for us. Who does that here? expand_more

Your engineer reads the directive and records whether it applies to each aircraft. The system then counts the hours each aircraft flies against the compliance window and puts recurring directives on the due list. If you would rather not do the register yourself, keeping it up to date is part of what we do when we run it for you.

Does this replace our engineers or our approved programme? expand_more

No. It checks your records against nine rules, from directives and life limits to the review of airworthiness and releases to service, and names the source of each. Your engineers still make the airworthiness call and sign the release, and your programme and exposition still set the rules. It makes sure the evidence is there when an auditor or an owner asks.

What do we pay Enterprise DNA? expand_more

The code is free. A version built and run for your business has one setup fee, then a retainer. Sam looks at your Veryon bill, your fleet and how your engineers work before agreeing the scope.

Own the records behind every release to service

Take 30 minutes with Sam to go through your Veryon bill, your fleet and how work moves from the tech log to the release. We map your programme and agree what your version needs before you change anything.

Book a 30-minute call with Sam Get the free version

Aircraft Maintenance for Claude Code is free and open source, published by Enterprise DNA.

Done paying for Veryon?

Get your version built