Quick Answer: Portside is retiring FOS and PFM. Customers transition on their own timelines, and no end-of-life date has been published. The replacement scheduling system is still a line in somebody's budget. Sentinel Ops replaces that system and saves roughly $6,000 per jet per year. It arrives free with Revenue Max.
Corporate Jet Investor reported on October 1 that two legacy scheduling platforms are being retired, with customers moving to other products at their own pace. No published end-of-life date. No cutoff, and no countdown. What remains is a replacement purchase that most affected operators will have to budget for eventually.
The reporting, in Fayaz Hussain's exact words:
"Portside confirmed it is retiring two legacy scheduling platforms, FOS and PFM, with customers to be transitioned to the four core solutions on their own timelines."
Source: Corporate Jet Investor, 1 October 2026.
Read it twice. The back half of that sentence does the work. On their own timelines.
Nobody is being pushed off a date. That is the opposite of an emergency, and it is also the reason to think about this while nothing is forcing it. Decisions made on your own clock are the ones where you still get to ask what you are actually buying.
What the reporting establishes:
What the reporting does not establish, and what nobody should pretend it does:
So the honest framing is not urgency. If you run FOS or PFM, then at a moment of your choosing you are going to sign for a scheduling system. That signature is a budget event, and budget events deserve a harder question than "which product is closest to the one we had?"
Because scheduling software does not sell anything. It records what your sales effort already won. A replacement costs money, a migration costs staff hours, and when both are finished you own a cost line that generates no revenue of its own. Same job as before. New invoice.
Look at what an operations system does on your P&L. It schedules the trip, tracks the crew, carries the maintenance status. All of it necessary. None of it a sale. The trip sitting on that calendar got there because somebody created the demand, quoted it fast enough to be taken seriously and closed it. The software is the ledger. It is not the engine.
| What you are buying | What it does | What it returns |
|---|---|---|
| Replacement scheduling system | Records trips, crew, maintenance | Nothing on its own |
| The migration project | Moves history and workflows across | Nothing on its own |
| Staff hours spent migrating | Re-trains the team on new screens | Nothing on its own |
| A charter sales operation | Creates demand, quotes, closes trips | Trips, at a rate you can measure |
That table is the whole argument. Three of those four lines are expenses that record revenue somebody else had to go out and win. One of them wins it.
Most operators never see those two purchases next to each other. They land in different years, out of different budgets, signed by different people. A scheduling replacement is the rare moment when both are open at once, and you are already touching the ops software line. That makes it the cheapest opportunity in years to ask whether the revenue line should be opening alongside it.
It inverts. Sentinel Ops is an operations management system. It replaces existing scheduling software and saves roughly $6,000 per jet per year, and it comes free with Sentinel Revenue Max. Revenue Max is performance-based: no retainer, no upfront cost, nothing owed until Sentinel wins a trip under your own brand.
The arithmetic below uses Sentinel's published figure and nothing else. Fleet size multiplied by one approved number. It is not a quote, and it is not a claim about what you pay today:
| Fleet size | Annual saving at roughly $6,000 per jet |
|---|---|
| 2 jets | roughly $12,000 |
| 4 jets | roughly $24,000 |
| 8 jets | roughly $48,000 |
Your current invoice is your number, and we are not going to guess at it. Be suspicious of anyone who does. The table points a direction rather than a price: the software line goes down, and the operational picture gets better rather than worse while it does.
What Sentinel Ops puts in a single integrated view:
That last line is the one a scheduling system will never hand you. Scheduling systems look backward by design: they record what happened. Forward demand is a sales instrument that happens to live in the same screen as your fleet.
The revenue side is the part you are actually buying. It runs on four pillars:
Sentinel's operator case work is where the numbers come from: 160%+ average revenue acceleration, one partner moving from 442 quotes a month to more than 5,500, per-jet quarterly revenue going from roughly $600K to roughly $1.6M, and a two-jet fleet adding roughly $8M in annual revenue. A 2.5-person sales team does the work of teams 10 to 100 times larger. None of that comes out of a scheduling screen. It comes out of the operation sitting in front of it.
You measure it against your own past sales performance, and you put the deadline on Sentinel instead of on yourself. That is what the 60-day guarantee is for. If Sentinel cannot move your number in 60 days, Sentinel walks away. Check-ins land at day 14, day 30 and day 45.
The structure matters more than the promise. Here it is plainly:
| Checkpoint | What gets reviewed |
|---|---|
| Day 14 | Demand entering the pool, quote volume under your brand |
| Day 30 | Quote-to-booking movement against your baseline |
| Day 45 | Trajectory, and whether the 60-day number is reachable |
| Day 60 | Measured against your own prior performance. Short of it, Sentinel leaves |
Two more things worth knowing before you shortlist anything:
Nothing in the Corporate Jet Investor reporting says you have to decide this week. Nothing here says it either. The ops software line does get reopened at some point on your calendar. When it does, the only question that pays for itself is whether the money should go to the system that records your trips or to the operation that sells them.
Who is affected by the FOS and PFM retirement?
Operators and flight departments currently running either platform. Corporate Jet Investor reported that Portside confirmed the retirement of both, with customers to be transitioned to four core products on their own timelines. If you are not on FOS or PFM, that reporting changes nothing for you.
What does Sentinel Ops replace, and what does it add?
It replaces your existing scheduling software, at a saving of roughly $6,000 per jet per year. What it adds is a single integrated view: sales performance, maintenance, full-mission-capable rates, crew, fleet utilization, fuel burn, pilot duty and rest, plus forward-looking demand. Details are at sentinelda.com.
When do affected operators actually have to move?
On their own timelines. That is the reported wording, and no end-of-life date has been published for either platform. Anyone selling you a countdown is inventing it. Better to decide when the budget line is open anyway than under pressure you did not create.
Where does Sentinel's quote pricing come from?
Market demand, competitive aircraft positioning, booking window and aircraft attributes, expressed in three components: Flight Hr, Positioning Hr and Flight Day. Pricing moves dynamically with the market rather than with internal cost assumptions, and every quote goes out under the operator's own brand, not Sentinel's.
How is this priced, and why structure it that way?
Revenue Max is performance-based: no retainer, no upfront cost, and nothing owed until Sentinel wins a trip. Sentinel Ops is free with it. The structure exists because an operator should not be asked to fund a revenue claim in advance. The 60-day guarantee puts the risk on us.
A scheduling replacement will cost you something whenever you get to it. The decision underneath that spend is which line you would rather be growing: another system that records trips, or an operation that produces them while the software line drops by roughly $6,000 per jet per year.
Book a 15-minute call at sentinelda.com or call (303) 214-5070, and bring your current fleet count. The arithmetic takes about four minutes.