Aircraft, instructors, students and rooms on one calendar — and because the same system is the EFB your students fly with, the hours on the dashboard are the hours that were actually flown. Nothing to reconcile at month end.
Built for Part 61 helicopter schools first. Part 141 on the roadmap.
Someone reads a Hobbs meter and types it into the scheduler. Someone types it again into the training record. A third person reconciles both against an invoice four weeks later. The industry's leading tool has a feature called mismatch monitoring — software whose job is to catch what the typing missed.
Two people can book the same aircraft at the same instant and both get a confirmation — that's a race, and no amount of checking fixes it. We push the constraint into the database, so the overlap can't be stored at all. Every client is correct by construction rather than by discipline. Turn time is part of it: if the aircraft needs fifteen minutes between flights, a booking fourteen minutes later is refused.
Aircraft carry capabilities — IFR, night, NVG, dual controls. A lesson states what it needs. Anything that meets or exceeds it qualifies, so your IFR ship naturally fills a VFR slot when it's free. The half nobody asks for until it hurts: eligible aircraft are ranked by least capability wasted, so VFR lessons take the simplest machine available and your instrument students don't get squeezed out of theirs. You can also reserve an airframe outright — instrument-only, Tuesday afternoons.
Your dashboard knows hours remaining. Only the schedule knows what's booked ahead of it. Put those together and you get the answer a chief pilot actually wants on a Monday: N505RK has 12.4 hours to the 100-hour; at what's on the books it grounds Thursday the 8th mid-morning; these six reservations need to move. Maintenance downtime is a booking like any other, so an inspection conflicts with a lesson natively.
A student can complete every lesson in the syllabus and still not be eligible, because the regulation counts hours in buckets the syllabus doesn't enumerate. We track both. And the buckets that expire — "within the preceding two calendar months" — expire properly, so a requirement met in March doesn't still show green in August.
Publish the hours you're willing to work, request a slot, and grade a lesson in the cockpit — offline, on the ramp, before the details fade. It syncs when you have signal.
What's booked, what's next in the syllabus, hours by bucket, and how far off the checkride actually is.
A day board with every flight, its status and its squawks. Dispatch, check in, and see who's airborne right now.
Subscribe from Google Calendar, Apple Calendar or Outlook. Read-only on purpose — bookings only happen where the rules are enforced.
The student flies with the app open. The recording matches itself to the booking. When the instructor opens the lesson record, the actual track is there — the autorotation entry, the confined-area approach, the pattern that drifted.
The debrief stops being a memory test. No competitor can do this, because no competitor is also the EFB in the aircraft.
Scheduling, training records and reporting are built and tested. We're onboarding a small number of schools by hand while the self-service setup is finished — so if you'd like to be one of them, the timing is good and you'll shape what gets built next.
Priced per airframe, not per pilot or per student.