Part 141 pilot schools · Academies · University programs · Multi-base fleets
Anyone can book the aircraft. Somebody has to know it can fly.
The scheduler holds the booking and the maintenance tracker holds the hours, and the only thing joining them is the person on the dispatch desk at seven in the morning, working from memory.
What ASIP saves you
Saves time
§141.101 asks for a chronological log of subjects, flight operations and the name and grade of every test taken. Captured at the debrief, that log is finished. Rebuilt from a stack of yellow sheets the week an inspector is due, it is a fortnight nobody planned for.
Saves money
An aircraft that is not airworthy is not earning, and the expensive version of that is finding out at eight in the morning with a student already at the desk. Knowing the hours and the next due date the night before is not a safety feature. It is a commercial one.
Saves effort
A trainer flying most days reaches a 100-hour inspection every few weeks, per airframe, per base. Hours, next-due and airworthiness directive status sit against the tail — not in the head of whoever usually knows.
Catches it earlier
A deficiency that keeps reappearing at one stage, and a squawk that keeps reappearing on one tail, are the two earliest warnings a school gets. Neither is visible unless the lesson and the aircraft are written down in the same place.
What you get on day one
- The approved training course held as data — lessons with their objectives, completion standards and planned ground and flight minutes; stages with their accomplishments and checks — pinned to the approval evidence it came from
- A record per student in the §141.101 shape: enrollment, the chronological log of subjects and flight operations, named test grades, and the graduation, termination or transfer that closes it
- The student's own copy on request — a complete dated document, refused rather than truncated if the record moves while it is being produced (§141.101(e))
- Retention held as versioned rule data pinned to the record, above the one-year floor
- A dispatch readiness gate across student, instructor, aircraft and operating environment: stale, unknown or unsatisfied evidence blocks, and nothing defaults to ready
- Aircraft maintenance status against the tail — programme requirements in hours or days, tracked components by part and serial, meter readings, work orders and holds
- Hazard and safety reporting from instructors, line staff and the dispatch desk, each under their own named account — not anonymous, on purpose
In build — not yet available
- Registered-fleet flight tracking
Everyone says AI. Here is ours.
Four things it does, and one thing it is never allowed to do.
- Two models, not one
- One drafts. A second, different model checks it before you see it. A model marking its own homework is the weakest possible safeguard.
- It cites, or it stops
- Answers come from your own documents and name the source. No source, no answer — it says so rather than inventing something that sounds right.
- You can argue with the score
- Expected against observed, with every input listed. Not a number between one and a hundred that nobody on your team could defend to an auditor.
- A person always decides
- It never closes an action, decides recordability, or signs anything off. It drafts. You decide.
Where the line is
Structured against 14 CFR Part 141 — §141.101 for the training record, §141.39 for the aircraft — and the maintenance side follows where §141.39 points: part 91 subpart E for aircraft operated for hire, then 14 CFR Part 43 and §91.417 for the record of the work and the standing status of the airframe. No civil aviation authority approves, accepts or certificates software, ASIP included. It does not confer or evidence your pilot school certificate, your Air Agency Certificate or examining authority under Subpart D, and a recorded lesson, stage check or end-of-course test never qualifies a pilot. It does not return an aircraft to service either — §43.9 says whose signature does that. The dispatch gate is a readiness check a school runs on itself: it is not aircraft dispatch under 14 CFR Part 65, where a certificated dispatcher shares operational control in a Part 121 domestic or flag operation, and nothing in Part 141 asks for one. On OSHA, the honest answer is unusual: flight training is NAICS 611512, inside 6115, which is on OSHA's partially exempt list — so the 300 logs may not be yours to keep at all. A fatality is still reported within eight hours, and an in-patient hospitalization, amputation or loss of an eye within twenty-four.
You can see the price before you call us.
Every other platform in this market makes you book a demo to find out what it costs. Our calculator returns your figure from your headcount, your sites and your industry. Every module that applies to flight schools is included, there is no per-user fee, and onboarding, data migration and support are part of the number.