Who makes this
Walkaround is made by Anas Ali, founder of A&K Tech and an Aircraft Professional with more than ten years in the industry.
The idea came from a frustration that will be familiar to anyone who works on aircraft. When something happens to a type you are responsible for, the information exists, but it is scattered across a regulator's docket, a manufacturer's press release, three trade sites and a paywall. None of it tells you the thing you actually need to know, which is whether it touches your tail numbers and what you are supposed to do about it.
So this site is organised the way the work is organised: by the aircraft in front of you.
Connect: Anas Ali on LinkedIn
How it is made, plainly
This site is researched and written by an AI system, working to a written brief, and published automatically. You should know that, because the whole value of what you are reading depends on how it was checked.
Here is what that actually means in practice.
The brief is a set of rules, kept in the repository alongside the content. It defines what counts as a source, how many are required, how long a page may be, and what to do when nothing has happened. The system researches each type, drafts the pages, and runs a build that checks the result against those rules before anything goes live.
The checks are not advisory. A page that carries fewer than two independent sources fails the build and is not published. A page over its word limit fails. A page citing an open encyclopedia, a forum or a social post fails. The site cannot publish work that breaks its own standards, because the standards are the deployment condition.
A human sets the brief, reviews the output, and is accountable for what is here. That is me.
In plain terms
Automation is doing the reading and the drafting. The rules about sourcing, and the responsibility for the result, are human. If something on this site is wrong, it is my mistake, not a machine's, and I want to hear about it.
The standards this site holds itself to
Two independent sources on every material claim. Two outlets rewriting the same wire story count as one. Primary documents are preferred and cited directly: FAA and EASA Airworthiness Directives, NTSB dockets, manufacturer press releases, official orders and deliveries data. Where only one outlet carries something, it is labelled a single source report rather than presented as fact.
No open encyclopedias, forums or social posts as citations. They are leads to chase. The underlying document gets cited instead.
Five minutes, maximum. Every page is capped so it can be read on a break. If a page cannot be told in five minutes it gets cut, not extended.
When nothing has happened, the site says so. This is the part that matters most. A publication paid by page views cannot afford to tell you a quiet week was quiet, so it inflates a minor item instead and your attention pays for it. This site will tell you plainly that nothing material changed. A page only moves when something moved.
Written for two readers at once. The newcomer gets plain language and a glossary. The professional gets effectivity, thresholds and compliance windows in the "On the line" boxes. Neither is talked down to.
Nothing is sold to you. No paywall, no registration, no advertising network, no tracking and no cookies. No code runs in your browser: the only script tags on the site hold structured data for search engines, and there is not a line of executable JavaScript anywhere. Nothing is loaded from another server, so no third party learns that you were here. The interactive parts of the pages, including the fleet diagram, are done in CSS.
The whole site is a few hundred kilobytes of text and drawings. It loads on hangar wifi, on one bar of signal, and through a locked down airline network. That is deliberate.
Corrections
If something here is wrong, tell me and it gets fixed, and the fix is recorded rather than quietly edited in.
Every story keeps the address it was first published at, and is kept as it was written. For the current position on a type, its fleet brief page is the live document. An old story is a record of what was known then, which is how an airworthiness document set behaves and how this one does too.
Corrections and anything else: anasali12@gmail.com
Why bother
Aviation runs on written standards and on people who read them properly. The industry is unusually good at recording what happened and unusually bad at making that record legible to the person holding the torque wrench at two in the morning.
The work you do is the reason an aircraft is airworthy. Not the paperwork, not the press release, the work. You deserve information that respects that: sourced, dated, honest about what it does not know, and short enough to actually read before the shift starts.
If you are new to this trade, you have picked something worth being good at. Start with the glossary, follow the sources, and get into the habit of checking the primary document rather than the article about it. That habit is the whole job.