Microsoft Partner | SOC 2 | HIPAA | Channel Futures MSP 501 | Inc. 500
Your operations don't stop at 5 PM. Neither do we.
Aviation runs on a schedule that does not stop. Many IT providers answer during business hours and escalate to a queue after them.
WheelHouse IT works the other way. The team monitoring your network at 2am is on our payroll, sitting in our own Network Operations Center, looking at systems they already know.
The failures below are the ones that matter most in an aviation operation. They rarely happen during business hours.
None of These Happen at 10am on a Tuesday.
Most managed IT providers are built for offices. They are good at laptops, email, and a file server. Aviation is not an office. It is a fuel management system with a payment terminal attached, a maintenance records platform carrying regulatory weight, a scheduling system wired to an outside marketplace, and a wireless network trying to cover a steel building. A provider without aviation experience treats all of that as generic infrastructure.
The results show up in predictable places. Nobody knows which system is load-bearing, so a routine patch window lands during a shift. Overnight monitoring covers servers but not the fuel terminal, so an outage is found by the line crew rather than by the alert.
Aviation IT support has to start from the operation, not from the server rack. We assign every client a pod, which is the dedicated support team that owns your account. Same engineers, same team manager, month after month. They learn how your systems connect and which ones cannot be taken down during operating hours. That knowledge is the difference between a fast answer and a long one.
Maintenance records, flight logs, and crew currency data are the evidence behind every return to service. We keep them backed up, access-controlled, and restorable, and we test the restore and document the date it was tested.
Your scheduling platform is a sales channel. When it stops syncing to the marketplace, the aircraft shows as unavailable and the trip goes to someone else. We monitor the integration, not just the platform.
Crews work from tablets. Line staff work from the ramp. We manage the devices, the applications, and the access behind them, so a crew on the road works in the same controlled environment as the front office.
Aviation cybersecurity starts with segmentation. Fuel, maintenance, and scheduling systems sit on their own network segments, separate from guest wireless and administrative traffic, with managed detection and response on every endpoint.
Fuel management terminals, tank monitoring, and ground support equipment are networked devices with support end dates. We inventory them, monitor the network path to the fuel farm, and plan replacement before a failure.
Steel structures and high ceilings defeat office-grade wireless. We design coverage for the building you actually have, extend it to the ramp, and add multi-carrier failover so one circuit outage does not stop dispatch.
Updates have to happen, and they cannot happen mid-shift. We schedule patching around your operating hours, test changes to the systems the ramp depends on, and keep a record of what changed and when.
Aviation does not close at five. Our Network Operations Center is staffed overnight and on weekends by WheelHouse IT employees, so the person who answers at 2am is already familiar with your environment.
If a platform fails or a site goes dark, the question is how fast you are operating again. We document the recovery plan, test the restore, and put maintenance and scheduling data first in line.
Hardware and software get replaced on a schedule rather than after a failure. A recurring strategic business review keeps the plan current, so the terminal that fails next year is already in a budget.
Top-100 MSP. Independently Audited. An Internal NOC That Never Sleeps.
52 sec.
Avg. call wait
29.6 min.
Avg. ticket time
60+
IT professionals
>95%
Satisfaction rating
A hangar is a difficult wireless environment. Steel structure, high ceilings, large metal objects that move, ground support equipment throwing interference, and doors that change the radio environment every time they open.
Office-grade access points mounted to the ceiling at office spacing will not cover it. What works is a design built for the space: antenna selection and placement chosen for high open volumes, coverage planned for the ramp side as well as the interior, and hardware rated for the temperature and dust it will actually live in.
Connectivity into the building matters as much as coverage inside it. A single internet circuit is a single point of failure for the fuel system, the scheduling platform, and the phones at the same time. We implement multi-carrier failover so one carrier outage does not take the operation with it.
We recommend a site assessment on site before any design work. The same problem shows up on the water, and our marine industry IT work solves it with the same approach: assess the physical environment first, then design for it.
An FBO, or fixed base operator, runs more transactional technology than almost any business its size. Fuel dispensing, payment capture, tenant billing, ramp scheduling, and customer records all move through systems that have to be available whenever an aircraft is on the ground.
We support the platforms this side of the business runs on: FuelMaster and Veeder-Root for fuel management and tank monitoring, FlightBridge, X-1FBO, Total FBO, myairops, and FBO Director for operations and dispatch, and ADS-B receiver integrations feeding arrival awareness.
Useful IT support for FBOs means knowing how each cluster fails, not just that it exists.
Fuel management and tank monitoring. When authentication or the network path to the terminal drops, dispensing stops or falls back to manual tickets. Manual tickets mean reconciliation work and inventory drift. Prevention is a monitored network path to the fuel farm and a documented offline procedure that does not depend on one person remembering it.
Payment capture. Fuel point of sale is in scope for PCI DSS v4.0, and the requirements that came into full force in 2025 apply to the systems around the terminal, not only the terminal. We handle the segmentation and access control that keep the cardholder environment separate from the rest of the network, and we produce the documentation your acquirer asks for.
Operations and dispatch software. These platforms sit between the customer request and the ramp. An outage does not just delay a service, it loses the record of what was requested, which is how a service call becomes a billing dispute.
Aviation runs on tablets. An Electronic Flight Bag, or EFB, replaces the paper charts, manuals, and performance data a crew used to carry, and once it does, it becomes a system with regulatory standing rather than a convenience.
We manage the fleet through mobile device management, or MDM, the tooling that configures, updates, and secures a device without the crew doing any of it. That covers application deployment and version control so every crew is on the same chart cycle, configuration enforcement, remote wipe for a device that leaves the operation, and battery health tracking, since a tablet that will not hold charge through a long leg is an operational problem before it is an IT one.
Where an EFB program is documented under OpSpec A025, the device management record is part of what makes the program defensible. We keep it. Fleet identity and application access run through Microsoft 365 management, so a device and its user are controlled in one place.
For a Part 145 repair station, the records are the business. An aircraft is not returned to service on the strength of the work performed. It is returned to service on the strength of the signed record of that work.
That makes MRO IT support a recordkeeping discipline before it is a technology one. FAA Advisory Circular 120-78B, Electronic Signatures, Electronic Recordkeeping, and Electronic Manuals, sets out what the FAA expects from an electronic signature and an electronic records system: that the signature is unique to one person, that it is under that person’s sole control, that it is verifiable, and that the record cannot be altered without leaving evidence. OpSpec A025 is the authorization that puts an electronic recordkeeping system into service.
We support the maintenance tracking platforms repair stations use, including CAMP Systems, Traxxall, ATP/Flightdocs, and Quantum Control, and we handle the infrastructure underneath them: access control tied to real roles rather than shared logins, change control on integrations, and audit logging that survives a review.
Two things get missed most often.
Restore testing. An audit trail is only as good as the restore behind it. A backup that has never been restored is an assumption. We test restores on a schedule and document the result, so the answer to “can you produce those records” is a date rather than a hope. This is the part of MRO IT support that never appears in a proposal and decides how a review goes.
ITAR data handling. Repair stations touching defense-related components carry export control obligations on the technical data itself, including where it is stored and who can reach it. We build the access boundaries and the storage controls that support those obligations and document them for review.
Regulatory exposure in aviation is specific and the numbers are public.
TSA civil penalties. Under 49 CFR 1503.401, as adjusted for inflation and effective for violations occurring after May 16, 2024, an aircraft operator operating aircraft for compensation faces up to $42,657 per violation. An entity that is not an aircraft operator, which covers most FBOs and repair stations, faces up to $17,062 per violation. Both are capped at $1,200,000 per civil penalty action, with a $100,000 cap for individuals and small businesses. The statutory ceiling behind these figures was raised by the FAA Reauthorization Act of 2024. Amounts are current as of 2026 and adjust annually for inflation.
FAA recordkeeping. AC 120-78B and the OpSpec A025 authorization govern electronic signatures and electronic records, as covered above.
ITAR. Export control obligations on technical data for defense-related work, including storage location and access.
NY SHIELD Act. New York General Business Law 899-bb requires reasonable administrative, technical, and physical safeguards for the private information of New York residents. It applies to any operator holding that data, whether or not the business is based in New York.
PCI DSS v4.0. Applies wherever fuel or service payments are captured.
One thing to be clear about: the compliance obligation stays with the operator. It is not transferable to an IT provider. What WheelHouse IT supplies is the evidence, the controls, and the documentation that let you meet it, and a record you can hand to an auditor. Our security and compliance practice covers the frameworks in detail.
Reported cyber activity against aviation has grown faster than most operators realize. EUROCONTROL’s EATM-CERT, which publishes an annual count of cyber events across the sector, identified 6,320 events in its 2023 reporting year.
Two incidents show the shape of the risk. Swissport, a ground handling and air cargo provider, was hit with ransomware in February 2022 and the disruption reached flight schedules. Garmin’s flyGarmin services went offline for several days in 2020, taking flight planning and database updates with them. Neither was careless. Both were dependencies other operators had not thought of as dependencies.
Aviation cybersecurity for an operator this size is not exotic. It is a short list of controls, applied consistently and checked:
WheelHouse IT has completed a SOC 2 examination, audited against AICPA trust services criteria by an independent CPA firm. We did that before a client asked us to. The full scope sits on our managed cybersecurity services page.
For a Part 135 operator, the technology stack is the sales channel. Leon Software, FL3XX, Avinode, and ForeFlight, plus crew duty and currency tracking, are how a trip gets quoted, crewed, and flown.
The failure that costs the most is quiet. When a scheduling platform stops syncing to the marketplace, the aircraft shows as unavailable. Nobody calls to complain, because the broker simply books someone else. Lost trips do not reschedule, which is why availability monitoring has to cover the integration and not just the platform.
Crew duty and currency data carries its own weight. It is the record that shows a crew was legal for the flight. It needs the same access control, retention, and restore testing as the maintenance side.
These platforms also extend your attack surface. In 2021, Solairus Aviation notified employees and clients that an unauthorized party had accessed its data inside the cloud environment of Avianis, the vendor hosting its flight scheduling and tracking system. Names, Social Security numbers, passport numbers, and financial account numbers were involved. Solairus itself was not breached. Its scheduling vendor was. Vendor review and knowing which of your platforms hold personal data are part of the job, not an annual formality.
We support the platforms business aviation runs on: CAMP Systems, Traxxall, ATP/Flightdocs, Quantum Control, Leon Software, FL3XX, Avinode, ForeFlight, FuelMaster, Veeder-Root, FlightBridge, X-1FBO, Total FBO, and others. Your technicians are assigned to your account long term rather than rotated in from a general pool, so they learn your environment and its integrations.
Yes. We operate offices in Fort Lauderdale, New York, and Orlando, with a team spanning multiple time zones. Multi-location operators get the same pod across every location, with consistent access controls, documented runbooks, and one point of contact for IT decisions rather than a different conversation at each field.
Metal structures block standard Wi-Fi. We design wireless for large open spaces and high-interference environments, choosing antennas and placement for the building rather than mounting office access points at office spacing. We also implement multi-carrier failover so one internet outage does not take down the fuel management system and the ramp-side devices together. Every engagement starts with an on-site assessment.
Aviation cybersecurity here means four controls applied consistently: network segmentation separating operational systems from guest and administrative traffic, managed detection and response on every endpoint, identity and access management with multi-factor authentication, and continuous monitoring from our internal Network Operations Center. WheelHouse IT has completed a SOC 2 examination, audited against AICPA trust services criteria by an independent CPA firm. We do not publish the security products we deploy, because naming a stack helps the people trying to get around it.
There is no separate after-hours process, because the same internal Network Operations Center is staffed overnight and on weekends. Our reported average call wait time is 52 seconds and average ticket resolution is 29.6 minutes, both measured across all clients and all hours. Those are reported averages from our own service data, not a guaranteed response time.
Records are backed up on a defined schedule, and we test the restore and document the date. A backup nobody has restored is an assumption, not a control. If a platform fails mid-review, the answer to “can you produce those records” is a restore point and a timestamp rather than a call to a vendor.
More questions are answered on our FAQ page.
If the failures at the top of this page sounded like a week you have already had, that is the conversation to have. Tell us what your operation runs on and where it hurts, and we will say plainly whether aviation IT support from our team is the right fit.
Call Florida at (954) 474-2204 or New York at (516) 536-5006.
If you would rather see something before you talk to anyone, start with a free network risk assessment. It produces findings, not a price: what is on your network, where the gaps are, and what we would address first. You decide what to do with it.
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