Help

Your account in MRO

The first question, signature lines, the shop, and what the bell tells you.

The first time you open MRO it asks one question — your own aircraft, or a shop working on other people’s? A shop starts at its first customer; an owner at their aircraft. The answer can be changed any time under Profile.

The certificate number on your Profile prefills every signature line. A shop’s Profile also carries The shop: its customers, and in time its employees.

In MRO the bell counts what has happened on your aircraft that you have not looked at — a new directive naming a part, a new service document, a manual found, a change in what is coming due, a decision from the shop or the owner, a logbook finished reading. The Notifications page gives one section per aircraft.

Closing an account never touches a signed maintenance entry: a signature is part of the aircraft’s record, not part of the account, and stays exactly as it was.

The Dashboard

The one home page: your aircraft, what is coming up, and the calendar.

Everything starts at the Dashboard, and it is three things stacked: the aircraft, one Coming up list, and the calendar. Each aircraft card wears its status — IN THE SHOP, SCHEDULED, or what is outstanding — and opens the aircraft. Each aircraft card carries its standing: red for overdue or required-for-airworthiness work, amber while something waits on a person — an open report, something coming due, or directives still to determine — and a quiet green only when nothing waits.

Coming up is everything ahead over the next year, one section per aircraft — the aircraft with the nearest date first, and anything overdue before all of it. Dates arrive there from shop scheduling, AD next-due dates, the annual or condition inspection, deferred work, and parts on order. Each card opens its aircraft.

Every grid of cards arranges to your own order — the Dashboard, an aircraft’s own cards, the Equipment systems, Review, Manuals: press and hold one until it lifts, drag it where you want it, and drop. The order is yours alone and your phone follows it. On an aircraft, rearranging changes only what is drawn where: each card keeps its own step number, and the one marked as next is decided by what is actually outstanding.

What an aircraft’s page shows

A card for each part of the job, each saying what is outstanding on it.

Open an aircraft and under its details is a card for each part of the job: Due & Coming Due, Airworthiness Directives, Discrepancy Reports, Service Bulletins, Equipment, Logbooks & Records, Inspection, Return to Service, Maintenance & Parts Manuals, Flight Log and Users & Techs. Every card carries a chip saying exactly where it stands, so what needs doing is visible without opening anything.

Press and hold a card until it lifts and drag it where you want it. The order is yours alone and your phone follows it; what a card says is decided by what is behind it, never by where you put it.

There is no button to mark anything done. A chip changes when the work behind it is actually in the record — the serial typed, the pages read, the determination signed. A tick you could give yourself without doing the work would be worth nothing on the day somebody asks.

Above the cards, a line appears when something is coming due, naming the nearest item and how overdue it is. Cards reading "Being built" are pages that are on the way — they are listed so you can see what is coming rather than wonder whether it exists.

An aircraft, and its sections

Overview · Coming due · Equipment · Directives · Discrepancies · Inspection · Records.

Every aircraft has the same seven sections: Overview (what to do next — see “What to do next on an aircraft”), Coming due (its clock), Equipment (what is installed), Directives (what the FAA requires), Discrepancies (what was found), Inspection (the formal checklist and findings), and Records (the maintenance records). You rarely need to pick one: opening the aircraft tells you which to open, and in what order.

On a computer they sit in the blue menu band directly under the title bar, each with its icon, with the tail number leading it — press that to come back to the aircraft from anywhere in it. On a phone they are the bar at the bottom; swipe it sideways to reach them all. Both strips carry the same stops, and both lead with a home icon back to the Dashboard. Both follow the order you put the aircraft’s cards in: drag a card on the aircraft page and the menus move with it.

Every section heading carries the tail number beside it, and under the title sits the regulation that requires that page’s function — 14 CFR 91.417 on Records, Part 39 on Directives — linked, so the "why" is always one press away.

Adding an aircraft

Type the tail number and the FAA registry fills in the rest; the data plate settles anything it gets wrong.

An aircraft is the record everything else hangs off — the engine, the propeller, the parts, the notes, the maintenance. Add it first.

An aircraft entered by hand is not second best. Nothing downstream cares how the details arrived — the parts, the directives, the records and the reports all work exactly the same either way. The lookup only saves you typing.

A shop adds the customer first, and the aircraft underneath them. An owner adds the aircraft directly. The product asks which you are when you sign up, and you can change it later on your account page.

Using it on a phone

Built for one hand at the front of an aircraft.

The phone is the primary tool, not the compromise. The bottom bar keeps the Dashboard and the aircraft you are on at your thumb, and swiping it sideways walks through that aircraft’s sections. The Guide is the book icon in the top bar.

Every "Upload photo or doc" button opens your phone’s own chooser — camera, photo library, or files — so a picture just taken and a PDF already saved arrive the same way. Every control is sized for a work glove, and tables show only the columns that identify and alert; opening the row shows the rest.

The Equipment page

Systems as rows, slots as rows, and each part as its own page.

Equipment opens as a card per system — Powerplant, Propeller, Avionics, Landing gear and the rest — each carrying what is outstanding and a status chip. Red means a directive applies and is not dealt with; amber means something waits for review; the quiet green means settled. The most outstanding systems come first, and a card opens the system.

Inside a system, every slot the checklist expects is a card: the item, its make, model and serial on one line, and a chip saying what governs it. A card opens the part as its own page. Cards reading “Nothing recorded yet” are questions; the rest are the record — they are the same card either way.

"Appliance" is the FAA’s word (14 CFR 1.1) for installed equipment that is not itself part of the airframe, engine, or propeller — instruments, radios, magnetos, pumps. That is why the page speaks it.

Recording what is installed

Everything on the aircraft that carries a part number, and so can carry a directive.

The equipment list is the heart of it. Everything on this aircraft that carries a part number of its own — the engine, the propeller, the magnetos, the ELT, the seat belts — can carry an airworthiness directive that the aircraft model alone will never find. A directive about a magneto names a magneto.

If a number genuinely is not on the part — a worn tag, a shop-made piece — say so with "No serial number on this part". That is a fact worth keeping, not a warning to silence: it is the reason no directive matched, on the record for whoever reads it next year.

A slot for something this aircraft does not have gets its box checked "Not installed on this aircraft" — the row stays, subdued, so the claim is visible and can be disagreed with later. And the whole list can travel as a file: export it as a spreadsheet, or fill the template and import it, from "Equipment list as a file" at the foot of the page.

You will not get everything in one go. Most of it only becomes readable when something is apart, so the list is built up over years, at each inspection. That is expected and the product is built for it.

Photographing a data plate

Take a picture instead of copying digits out of a dark cowling.

Part numbers are stamped small and read in bad light with dirty hands. Rather than copy them, photograph the plate and let it read the numbers.

Always check what it read. On a worn plate O-320-A3A and O-320-A2A are one character apart. Anything it was unsure of is flagged for you, but a character it got confidently wrong will not be — that is why you check.

Low light across the stamping reads better than a flash pointed straight at it. A flash on bare metal blows out the very characters you want. The photograph is kept either way, so if the reading is poor there is still a record of what you were looking at.

Adding a propeller

Its own type certificate, its own directives, and its blades have their own serials.

A propeller carries its own type certificate and its own directives, and none of them reach it through the engine it is bolted to. It is its own system on the Equipment page, recorded separately.

Type the model as it is written — on a Hartzell or a McCauley that is the hub and the blade with a slash between them, like HC-C2YK-1BF / F7666A-4. Spaces around the slash are fine. It will work out the blade count and whether the pitch changes in flight, and fill those in for you to check.

Pitch type — fixed, ground adjustable or constant speed — is asked rather than read from the model number, because propeller manufacturers share no naming convention and a wrong guess would put a governor on the checklist of an aircraft that has none. A constant-speed propeller has a propeller control in the cockpit and a governor on the engine.

Each blade has its own serial number, stamped on the shank near the hub, and they are rarely consecutive. Directives name blades as well as hubs, so a blade nobody recorded is a blade nobody can check. There is a box for each one.

If there is a type certificate number on the plate — written like P-92 — enter it. Several manufacturers build both certificated and experimental propellers, and that number is what settles which one you have.

Replacing, removing, or correcting a part

The old record is kept as history; the new part takes its place and is checked afresh.

Replacing is not editing. The old part’s record — the directives read against it, its notes, its photographs — is history the shop will want next year. On the part’s page, "Replaced with a new part" marks the old one removed on the day and keeps it, records the new one with its own numbers pointing back at the one it replaced, and the directives are checked against the new part.

Hours, and what runs on them

Tach and Hobbs feed everything that comes due by hours.

Anything due by hours — a recurring AD, an oil change on the tach, a recommended TBO — reads against the aircraft’s recorded times. Keep them current and the Coming due page keeps itself honest.

A customer updates their own hours from "Your aircraft at the shop" — "Update the hours" — and the shop is told when they do. On the shop’s side, the total time in service is asked for wherever it matters: opening an inspection, signing an entry, recording a part’s overhaul.

A part’s time rolls forward from the aircraft’s: record the time in service once at installation or overhaul, and its current time is computed from the aircraft’s meter rather than asked for again.

The Flight Log

Where the tach, the Hobbs and the total time in service are recorded.

The Flight Log is where an aircraft’s times are recorded. Read the meters, press “Record the times” and type what they say — that is what everything due on hours is counted from, and it is the record 91.417(a)(2)(i) asks you to keep.

Tach, Hobbs and total time in service are three different numbers and all three are kept, because shops count different things against each. Hobbs runs from the master switch or oil pressure, so it reads high of the time in service 14 CFR 1.1 defines — wheels off to wheels on. Tach counts engine revolutions, so it runs fast or slow of both depending on how the engine was worked.

There is no automatic side. An automatic watch over ADS-B was built and then withdrawn: it could only hear an aircraft where somebody’s receiver was listening, so it missed pattern work at quiet fields and heard only the end of a flight arriving from a long way off. A figure that is quietly short is worse than no figure when what it feeds is an inspection interval, so the times are read off the meters and typed in by a person.

What the directives mean here

It shows you what to read. It does not tell you the aircraft is airworthy.

On a part’s card the directives are grouped by what they ask of you — the ones that name the part, the ones still to be checked, the ones already complied with, and the ones set aside. Each directive is one line: its number, what it is about, its chip and its dates. Press the line and it opens, with what it requires, why it reached this part, the FAA’s own summary and the five things you can do about it. Opening one leaves the others as they were, so you can work down a list.

Every part you record is checked against the airworthiness directives published in the Federal Register, and each part shows what reaches it — sorted by how much reason there is to read each one: those naming your exact part number first, then those naming the series, then those that never mention it and arrived only through the manufacturer. Each says why it is there, in plain words.

This is a research aid and not a compliance determination. It finds directives you should read; it does not decide whether one applies to your aircraft. That judgment is yours, against the directive itself, and the link to the real document is on every one. Usually the deciding question is a serial range, which the FAA publishes only in prose — reading it against the part’s own serial is the work.

Once the work is signed off into the record, the directive shows Complied with — the date, who signed, and when it is next due if the directive repeats.

The Directives page

One home for every determination: what the books answer, what the machine settled, what needs you, and what is settled.

Under the title, the page says what it was checked against: how many FAA airworthiness directives, for which manufacturers, brought current on which date by the nightly sync. Only manufacturers the FAA actually holds data for are named — a manufacturer with nothing published is not listed, because nothing was there to check.

Superseded directives are never hidden — somebody searching a number from an old work order must find it and be told what replaced it. They sink to the bottom, saying which directive took their place.

The Review inbox

One queue for everything the machine proposed that waits on your agreement.

The machine proposes; you dispose. Entries read from an original logbook that look like directive compliance, directives settled from the FAA’s own published facts, new directives queued to be read or determined, and transcriptions the reader was unsure of — each waits for a person’s agreement before anything is recorded. Rather than leaving those piles on each aircraft’s pages, one card on the Dashboard — For your review — gathers all of it and says what the count counts: so many airworthiness directives, so many logbook items, on how many aircraft. The Review page lists each aircraft in its own section, one card per kind of item.

Two of those come out of your original logbooks. Where a book shows a recurring item being done — an altimeter and static system check, a transponder check, an ELT battery — and the aircraft is tracking no clock for it, the entry is offered so the next one due can be computed forward into Coming due. You are never offered a clock for something already tracked, and at most one per item, so the count falls to nothing as you work through them.

The other is the reader’s own doubt. Where the handwriting or the stamping left it unsure, an entry is marked Check against the page. Open the scan beside it, read the two together, and press "Agrees with the page". Nothing is rewritten — the scan is the record and the reading of it stands as it was made; the button says a person has looked.

Nothing is ever recorded from the Review page itself. It is a list of doors, and every determination still carries your name and certificate number on the page that owns the record.

How a directive finds your part

Part numbers, manufacturer names spelled every way, the FAA’s own fields, and the prose.

The airframe is checked the moment the aircraft exists — a Cessna 172N sees its seat-rail, door-post and fuel-selector directives before any part is recorded — and each part is checked as it is recorded. Directives plainly written against somebody else’s aircraft — an Embraer directive that happens to name Garmin — are set aside automatically with the reason stated, at the bottom of the list rather than gone: hiding a directive is not this product’s decision to make.

The matching is recomputed the moment anything it depends on changes — a part recorded or edited, the nightly sync landing new directives, a manufacturer name confirmed — and never in between, which is why the pages are fast and never stale.

Supplemental type certificates

Every STC the FAA has issued for the aircraft’s type, from the FAA’s own list.

An aircraft’s STCs page lists every supplemental type certificate the FAA has issued for its make and model, or against its type certificate (14 CFR 21.113): the STC number, its title, the holder, and its status and date. Each number opens the certificate on the FAA’s Dynamic Regulatory System.

The list is the FAA’s own, mirrored every week — 83,000 certificates — so a newly recorded aircraft is answered at once. Sort by any column; the search box takes a holder, a word of the title or a number. What is actually installed on the aircraft is a matter of its records (the 337s and logbook entries); the list says what has been approved for the type.

Manufacturer service documents

The manufacturer’s own instructions — not mandatory of themselves, and never ignored.

A directive is the law; a service bulletin is the manufacturer’s own instruction — and for an experimental aircraft it is frequently the only guidance there is. The site finds each manufacturer’s documents itself, the aircraft’s own manufacturer included: from the manufacturer’s name and the parts recorded under it, it identifies the company, finds their service-documents page, and reads it every night. Each part’s card shows what its manufacturer published about that part; the aircraft’s Service documents page shows the manufacturer’s documents that name the model, with the rest folded beneath for review.

Piper Aircraft publishes its service bulletins and letters one model at a time on its own Technical Publications page. Record a Piper and the site fetches the list for that model at once, so the Service documents page carries every bulletin and letter Piper names for it — and it is refreshed nightly with the other manufacturers’ lists.

Every manufacturer names them differently — Service Bulletin, Service Instruction, Service Letter, Safety Directive, and more — and the search understands them all as the same kind of thing. Each document carries the same exits a directive does: read it and set it aside, write it up, or recommend it to the owner — because not mandatory does not mean not decided.

A service document is mandatory where an AD adopts it, or on an SLSA where the manufacturer issues it as a safety directive (14 CFR 91.327). Otherwise a write-up is your judgment that the work is needed — and the card says so.

Discrepancy reports — from finding to signed off

Everything found is a DR. Required for airworthiness is what it is; the rest is the owner’s decision.

A discrepancy report is one thing found that needs dealing with. It is raised from a directive card, from a service document, or in your own words — "Record a discrepancy" on the Inspection or Discrepancies page. It gets a number you can quote on the phone — DR-2026-0001 — and it appears in the tables on the Discrepancies page: open reports, deferred, and completed, each row opening the full card. Status columns sort worst-first.

The report’s words can be corrected until it is signed off — "Edit this discrepancy report" on the card. One raised by accident can be deleted from the same fold, but only while it is untouched: no decision, no work, no entry. After that the record keeps it, and declining is the honest exit.

The Discrepancies page

What stands between this aircraft and a signature.

The page answers one question first — can this aircraft be approved for return to service — and says why not, standing on AC 43-9D §14.2: a discrepancy list states that everything not on it is airworthy, so signing with items not yet assessed would assert that about them.

Below the answer: the door into the condition or annual inspection, the fold for recording something found in your own words, and the discrepancy report tables. Directives still needing a determination are counted here and reviewed on the Directives page — one home per kind of record.

The page lists only what still requires corrective action, further evaluation, or a documented disposition. Items already determined compliant, not applicable, or otherwise dispositioned are excluded, and will not reappear unless their status changes.

The Inspection page

The tailored checklist, recording what you find, and the honest ways to stop.

An inspection is not always the annual — an aircraft that came in with a landing-gear issue gets its landing gear inspected. The page runs in work order: the formal checklist first, then recording what you find, then the doors to the directive review and the maintenance records.

Opening the formal inspection prepares a checklist tailored to this aircraft — 14 CFR Part 43 Appendix D scope and detail, every recorded part on its own line with its serial, absent equipment recorded not applicable with the reason — and freezes it as the document the signature will speak for. Only want the paper to carry? Print the tailored checklist without opening anything; opening is the formal act.

Past inspections stay on the page as documents — each opens whole, printable, with its checklist as it was signed.

Maintenance records

Entries worded the way 14 CFR 43.9 and 43.11 require — and they cannot be changed afterwards.

A maintenance record here is written to the wording the regulations require. For an annual or 100-hour, the certifying statement is quoted exactly from 14 CFR 43.11; for a condition inspection it is the operating-limitations wording — “found to be in a condition for safe operation” — because on an experimental, 43.11’s “airworthy condition” is not the standard. The wording is the part with legal effect, so it is never paraphrased. If something the rule requires is missing, it names the element and the paragraph rather than saving a record with a hole in it.

A signed entry can never be edited or deleted. That is enforced by the database, not just the screen, and there is no administrator exception. A correction is a new entry that references the old one — exactly as it works on paper.

Most entries are written for you: a discrepancy report’s sign-off writes the entry in the words 14 CFR 43.9(a) requires — the original finding, the corrective action, "In accordance with" the directive, the date, who did the work, and the signature line. "Next due" for a recurring AD comes from 14 CFR 91.417(a)(2)(v). Entries can also be made by hand, from the fold at the top of the page.

The old paper books belong here too. Under "Original logbooks", start one card per physical book — airframe, engine, propeller — and upload its pages as photographs or a scanned PDF, in order. The signed page in the book remains the record: 14 CFR 91.417(a)(2) requires the owner to retain it, and 91.419 transfers it with the aircraft at sale. Each book is read page by page into a digital log — every entry with its date, time in service, the work verbatim, the signature, and any directives cited, each linking to the page it was read from. The parts the entries say were installed, replaced, overhauled or inspected — an engine, a magneto, an attitude indicator — are recorded on the Equipment page under their systems as the book is read — each card carries a "from the logbook" chip and a line naming the book and page that leads to the entry — and a part the entries say was removed is marked removed on that date; a part already recorded from its plate is left as it is. If the book names an airframe serial that is not this aircraft’s, the book’s page says so at the top and the bell rings, so a book filed under the wrong aircraft is caught before its entries are trusted. Where the machine was unsure it says "check against the page" rather than guessing: open the scan beside the entry, read the two together, and press "Agrees with the page" — the transcription is never rewritten, the button records that a person looked, and the entry leaves your Review inbox. Nothing read from a book becomes an entry, a report, or a directive disposition until a person agrees.

"What has been complied with", at the foot, is never a dead end: every line opens the entry that recorded it, the uploaded logbook page that evidences it, or the settled table on the Directives page.

Maintenance and parts manuals

Found for you, kept with the aircraft, and searchable to the page.

14 CFR 43.13(a) requires the work to be done by the methods the manufacturer sets out, so a manual is not reference material — it is the standard your signature is given against. Each aircraft has a Manuals page holding the ones it needs.

The site also holds a library of manufacturer manuals and reference documents — maintenance manuals, parts catalogs, handbooks, wiring — as copies, not links. Every document filed for the aircraft’s type is listed on its Manuals page under “In the library”; open it, keep it with the aircraft or say it is not the one, and the search box on that page reads the library’s text beside the shop’s own copies. Keeping a manual the search found does the same: the file is copied into the library once, read for its author and revision, and every other aircraft of the type sees it too.

You do not have to go looking first. When an aircraft is added, when a part is recorded, whenever you press “Search for this aircraft’s manuals”, and each week for the aircraft longest unsearched — because manufacturers publish long after an aircraft arrives — we search the web for the manuals covering its airframe, engine, propeller and recorded parts, open each address ourselves to be sure it answers, and put what survives on the Manuals page as a proposal. Nothing is adopted: a wrong manual is worse than none, so each one waits for you to say yes or that it is the wrong document.

A manual you upload is read page by page, so you can ask it a question instead of scrolling it. Type what you need — “oil change”, “nose gear torque”, a part number — and the search returns the passage and the page it is on, from every manual on that aircraft at once. Scanned manuals work: the pages are read the way a person reads them, not lifted out as text, so a photographed 1978 parts catalog answers as well as a modern PDF does.

A copy you keep is served only to accounts that hold this aircraft’s record. There is no public address for it, and nothing is shared with anyone who cannot already see the aircraft. We link to what a manufacturer publishes and never store the manufacturer’s document itself.

Coming due

The aircraft’s clock: recurring checks, next-due dates, and the daily email.

Everything with a clock on it lives here: the 91.411 and 91.413 checks, the ELT, a VOR check, an oil change on the tach, an ELT battery’s stamped replace-by date, and anything of your own. Each is a card colored by urgency — red overdue, amber coming close — and clicking one opens the task: record it done, or take it off the schedule. When an original logbook is read, the inspections and recurring items its entries show done are put on the clock at once — the last annual or condition inspection first — and each is told on the bell with the entry it came from; a date already on file is never moved backwards.

Your original logbooks can start these for you. Where a book shows one of these items being done and nothing is tracking it, the entry is offered in your Review inbox — agree, and the clock starts from that date with the next one computed forward. An item already on the watch is never offered again.

The list also offers “Condition inspection (experimental)” and “Annual inspection (certified)”. Those two are not recurring items: they write the aircraft’s own last-inspection date, which is the single date the next due, the Coming due list and the approval for return to service all read from. Pick the one the aircraft’s certification basis calls for — a condition inspection is not an annual, and the two are not interchangeable.

A daily email carries what is overdue or coming due across the account — sent when the picture changes, not every day, so it stays worth opening. AD next-due dates, inspection due dates, deferred work and parts on order all feed it, and the Dashboard’s Coming up list is the same computation.

Finding anything

One box searches everything held here.

The search in the top bar looks through all of it at once: your own records (aircraft, customers, parts, maintenance entries, the transcribed logbooks, and everything anybody wrote down), the airworthiness directives and manufacturer service documents, the technical data held here, the FAA aircraft registry, and this guide. You should not have to work out which of those the thing you are after was filed as.

A registration, a name, a model number, a document reference, or a whole question all work, and the foot of the results says where each answer came from. Every word you type must appear, but each wherever it likes — "ELT battery" finds an entry reading "Replaced ELT batteries" — singular and plural find each other, and the matched words are lit.

The public Directive Search takes a part number, a manufacturer, what the part is — or a directive’s own number: typing 2026-17-10, with or without the AD, puts that directive first. An engine designation like IO-360-B1A gets a fuller answer, because an engine model is the one thing that can be reasoned about rather than just found.

Notes and photographs

Anything worth writing down that is not a maintenance record.

Notes are for what is true but is not on any data plate — how it flies, what the last annual turned up, what the owner asked about, why a directive was ruled out. They live on the aircraft’s Notes & photos page, on a customer, on a single part, or on a directive. Photographs and PDFs are kept alongside, uploaded with the same "Upload photo or doc" button everything uses.

A note is written once and kept. There is no edit. If you need to change one, write a correction — it appears alongside, saying what it corrects, and both stay visible. A note that could be changed silently would be weaker evidence, including the honest ones.

A shop can check a note as visible to the customer. Unchecked, the customer never sees it.

What a customer sees

Owners get a read-only view of what the shop holds for them — and the decisions are theirs.

A customer whose email is on a shop’s account signs in to "Your aircraft at the shop": how to reach the shop and what they hold on file lead the page, then each aircraft — what is installed, where compliance stands, what is next due, the entries, and the notes the shop checked visible.

Two things on that page are the customer’s to do: when the shop recommends work, the decision — go ahead, defer, or decline — is made right on the report and the shop is told the moment it is made; and "Update the hours" keeps the tach and Hobbs current, which is what everything due by hours reads against.

Everything else is the shop’s record: theirs to keep, the customer’s to read, and if something in it is wrong, the shop is the one who can put it right — the page says so next to the details it shows.

Where the data comes from, and how fresh it is

Synced nightly and weekly from the FAA, dated on the page, and backed up every night.

The Directives page states its own provenance — how many directives it checked against and the date they were brought current — so freshness is never a guess. Every external source is watched daily for quiet failure: the kind where a page still answers but returns nothing.

Your records are backed up nightly, off the server, and the restore is tested — not assumed. Nothing you write down is thrown away: that is the product’s first rule about itself.