Flylogs for corporate aviation — simple yet powerful

1. 01
   The request arrives.

   A trip is proposed. The scheduler sees which aircraft is airworthy on those dates and which crew are inside their limits for that pairing, before anyone is called.

2. 02
   The roster is built.

   Duty periods, rest and standby are assigned against each crew member's rolling totals. A pairing that would breach a limit is refused as it's built, not discovered the night before.

3. 03
   Documentation goes out.

   Manuals, checklists and trip paperwork reach the crew with read tracking, so you can show who had the current revision.

4. 04
   The aircraft is dispatched.

   Airworthiness, maintenance status and any MEL items are checked at dispatch. An aircraft that isn't fit doesn't get released, and the reason is on the record.

5. 05
   They fly.

   Times are captured once and land in the aircraft log, each crew member's record and the duty totals together. The rolling 28-day and annual figures move as the flight closes.

6. 06
   Afterwards.

   Flight time, duty and rest records are retained per crew member, and any occurrence raised on the trip carries its risk score and corrective action to closure.

This is the part most schedulers get wrong, because it is genuinely hard: the limit that matters is rarely the one for today's flight. It is the rolling total behind it.

The same records feed the crew's own view, so a captain can see their position against every window before accepting a trip rather than after.

Maintenance data is useless to a flight department if it lives somewhere the scheduler can't see. In Flylogs it sits on the aircraft, so it reaches the point where trips are actually planned.

Airworthiness is tracked by hours, cycles and calendar, against the maintenance programme for the aircraft. Defect reports and MEL items carry their category and rectification interval, and a Category A item that has run out of time blocks dispatch rather than generating a warning nobody reads. Certificates of release to service close the loop, and the newest release supersedes the older ones so the validity you see is the current one.

The result is that the answer to "can we take it on Thursday" is the same answer maintenance would give, without a phone call.

Most flight departments recharge somewhere — to a business unit, an owner, a charter customer or a cost centre. That recharge is usually assembled by hand from the trip sheet weeks later. Flylogs raises the billing record when the flight is confirmed, from the times already captured, so the recharge closes with the trip.

1. 01
   The flight is flown.

   Times are captured once, against the aircraft, the crew and the booking — no separate billing entry to key in afterwards.

2. 02
   The flight is confirmed.

   Confirmation is the trigger. The moment a flight moves to confirmed, Flylogs raises its billing record automatically — you are not remembering to bill anything.

3. 03
   The rate is chosen for you.

   Flylogs selects the applicable rate from the aircraft, the flight type and the billing profile of the person flying, then itemises flight time, taxes, fuel, handling and any extras.

4. 04
   You check it, or you don't.

   Every value stays editable before it is saved, so an unusual trip can be adjusted. Everything else simply goes through.

For departments that don't recharge at all, the same records give you the true operating cost per aircraft and per trip without anyone assembling it.

Corporate operations sit in different regulatory boxes on each side of the Atlantic — and many departments answer to both. Each European requirement is listed with its nearest United States counterpart, and with what the platform does about it.

United States references follow 14 CFR as published on eCFR and were checked against the current text. The European references follow Part-ORO of the Air Operations Regulation and Parts M, ML, CAMO and 145 of the Continuing Airworthiness Regulation; the Subpart FTL and MLR point numbers were not re-verified against the consolidated regulation for this page, so confirm them against your own approved scheme before relying on this table. Which rule set applies to you depends on whether you operate commercially, under an AOC, or non-commercially with complex aircraft. Flylogs is software, not an approval: the operator holds the certificate and remains responsible for compliance. What we commit to is that the records, evidence and alerting each rule expects are there when an inspector asks.