What it does, in plain terms

Not yet — Operations is in active development and has no production customers. That is also why there are no testimonials on these pages and no customer logos at the bottom of them. Leave your email and we will tell you when it opens, rather than putting a signup button in front of something you cannot yet sign up for.

Three of its parts are switches — Scheduling, Events and Business — set when you set the org up or later in Settings. Turn them off and what is left is a logbook, a maintenance record, currency tracking and the reports, which is the whole job for a lot of operators. Switching one off hides it and nothing else: no data is deleted, nothing is filtered out from underneath you, and turning it back on restores every screen with its data intact. The product is meant to be the size of your operation on the day, not the size of the biggest operation it can handle.

The day is one event rather than sixty-odd loose flights. Reserve the airframes, flag the ones held back as spares and assign the crew. Start it once and a flight log opens for every airframe flagged flying, each stamped with the real start time.

An airframe reserved to the event but flagged not-flying. It stays visible in the event and on the grid — which is the point, because the spare you cannot see is the spare nobody walks to when a motor fails. Flip the flag and it flies; substitute it into a slot mid-show and the record follows.

One pilot, one aircraft, per log — the shape the paperwork wants — even when the day they belong to had four pilots and twenty-two airframes. The event is what holds them together, so nobody has to file the same day twelve times to make the records come out right.

No. Connect the account and let it sync, or export CSV and import that. Aloft, AirData and DJI exports are all understood, as is a plain spreadsheet, and every row is validated on the way in so a bad line is a message rather than a mystery three weeks later.

No — that is the specific thing it is built not to do. An import is matched against the schedule you already made, on aircraft and time, and amends it rather than laying a second copy beside it. Every log also records where it came from, so a file import and a flightline entry are told apart afterwards.

No, and we would rather say so on our own website than have you work it out later. Part 107 does not require you to keep a flight log at all — there is no recurring FAA records audit of a small operator to be ready for. An operator who has been flying commercially for five years knows this, and a compliance product that leans on the fear of an audit that does not happen tells that operator exactly how much its makers know about the job.

Three people, and all of them have leverage. Your insurer, at renewal and after a claim: renewal questionnaires and claims both ask what you fly, who flew it, the hours on it and how it has been maintained. Whether keeping good records moves your premium is a conversation for you and your broker, and we are not going to promise you it does — what is certain is that you get asked. Your client's procurement or safety team, before you are cleared onto the site: utilities, energy and construction increasingly run vendor prequalification, and evidence is the entry fee. And the prime contractor whose portal wants documents uploaded by Friday. None of them are the FAA, and all of them can stop you flying the job.

A report, scoped to your whole fleet or to one aircraft, one crew member or one client, produced as a PDF, as a link that needs no login, or sent straight to an inbox. The value is the deadline, not the document: the request usually arrives while you are on a roof somewhere, and the useful version is the one you can send from your phone while they are still on the phone.

There is, but it is honest to say it is not today's routine paperwork. The FAA does still enforce — certificate and record production on request, accident reporting inside ten days, and a genuinely more active enforcement posture since 2026. And Part 108, when it lands, is the first rule that would make this recordkeeping mandatory rather than commercially useful. We think the records are worth keeping for the insurer and the client today, and that the regulation is a reason they will be worth more later, not the reason to start.

It tracks the one recency rule Part 107 has: aeronautical knowledge recency — recurrent training every 24 calendar months under §107.65 — per pilot, with the next due date carried forward for you. Part 107 has no flight-recency requirement. Operations also shows the date each pilot last flew with your organization, flagged at 60 and 90 days. It sees only your organization's logs, so a pilot who also flies elsewhere may be more current than it shows.

It tells you, and then it lets you carry on. Operations under §107.35 are a real thing with a real waiver process, so blocking the schedule would be the software substituting its judgement for yours in the middle of a job. There is an org setting for holding a waiver on file, and the warning is on the record either way.

Not unless you want them to. A crew member scoped to their own assignments sees their own work — their flights, their logs — rather than the entire organisation's schedule.

Point a phone at the tag on it. The camera resolves the tag and lands on that airframe's record. Where the browser has no barcode support, or the camera is refused, typing the value does the same thing — the manual path is always there rather than being the degraded fallback nobody tested.

No, and it is a switch, so you can turn the whole Business section off and never see it. If you do use it: branded quotes and invoices as PDFs, emailed, with sent-and-viewed tracking and a link the client can accept or decline without creating an account, and invoice lines that fill themselves in from the job's own flight data. It is deliberately not accounting — no ledger, no reconciliation, no payroll. If you have a bookkeeper you like, keep them.

Wherever it goes today. Operations produces the quote and the invoice; it is not in the middle of the payment. Mark it paid when the money lands.

At the database level, not by a filter in the application that someone can forget to write. Each organisation's rows are isolated by the database itself, and the isolation is tested against the same restricted database role the deployed environments use — testing it as a superuser would make every check pass whether or not the isolation worked.

Yes — shared aircraft and crew across more than one org, which is the shape a lot of operators are actually in.

You can put it on a domain of your own, and quotes, invoices, shared reports and pilot logbooks carry your letterhead.

In the safety register, against the flight, the aircraft and the crew involved — incidents and near-misses both. If it is the kind of accident the FAA wants reported within ten days, the register says so and alerts while the ten days are still running. Operations records and reminds; filing the report with the FAA stays yours.

Yes, all of it. The owner can export the whole workspace as a ZIP, the registers as CSV, and each pilot's logbook as a CSV or a PDF on your letterhead. The records are yours whatever you decide about the software.

Not one you can install today. There is a mobile app in internal testing; it is not in either store, it cannot be bought, and nothing on this page depends on it. The web app works on a phone, and the flightline flows — scanning to an airframe, running a checklist — are built for a phone or a tablet in someone's hands. When the app is worth releasing, it will be on this page.

We are not going to tell you this product is “Part 108-ready,” because there is no Part 108 rule to be ready for. The FAA published the proposed rule in August 2025, the comment period closed and was briefly reopened on three narrow questions, and the draft final rule has been in OIRA review since July 2026 without being published. Nobody outside the FAA knows the date. Until it publishes, anyone selling you Part 108 compliance is selling you a rule that does not exist. What we will say is that the record-keeping the proposal describes — flight records you can produce on demand, checklist runs that were signed, credentials and expiries that are tracked rather than remembered, corrections that append rather than overwrite — is the shape this product already keeps records in, for Part 107. The packets it produces today are Part 107-shaped. We are tracking the rule closely enough to know what changes when it lands.

Kept as its own list further down this page, rather than left for you to discover. We would rather you read it here than find out after moving a season of records across.