Crew bidding, duty/rest, and qualifications that scale with the fleet.

01Pilot bidding (LINE + PBS)

Monthly bid packages

Build a monthly package per base × equipment × position and move it through DRAFT → OPEN → CLOSED → AWARDED → PUBLISHED, so pilots, the crew desk, and the auditor all know exactly where the bid stands. Pilots bid from the portal; awards publish to them only once the package is PUBLISHED. It replaces the legacy PBS tool whose UI predates the smartphone.

Replaces: the legacy PBS tool whose UI predates the smartphone

• A monthly package per base × equipment × position
• DRAFT → OPEN → CLOSED → AWARDED → PUBLISHED
• Pilots bid from the portal; awards publish only when PUBLISHED

03Pilot bidding (LINE + PBS)

Idempotent award engine

The award run is a pure function: feed it the same package and bids and it produces the same lines every time, and re-running cleanly replaces the prior awards rather than stacking duplicates. So you can re-run after a correction without fear of drift. It replaces the spreadsheet the crew desk rebuilds and re-checks by hand.

Replaces: the spreadsheet the crew desk rebuilds and re-checks by hand

• A pure awards function — same inputs, same lines every time
• Re-running replaces prior awards instead of stacking duplicates
• Re-run after a correction without drift

05Duty, rest & fatigue

FAR 117 enforcement

When a crew member is assigned to a trip or session, the checked flight-time caps are verified first, and an assignment that would bust them is blocked before it saves. This runs at crew-assignment time — the bid-award run that builds pairings and lines doesn't run this check today, so a legality bust in the award itself isn't caught here (a real gap, not yet built). The check is deterministic, so the same assignment always resolves the same way. It replaces FAR 117 legality checked by hand after the fact.

Replaces: FAR 117 legality checked by hand after the fact

• Flight-time caps checked at crew-assignment time
• A busting assignment is blocked before it saves
• Deterministic — the same assignment always resolves the same way

07Duty, rest & fatigue

Union / CBA contract overlay

Most pilot and flight-attendant contracts are stricter than the FAR minimums. Configure your bargaining unit's limits per crew group — minimum rest, maximum duty period, weekly time off, flight-time caps — and the scheduler enforces whichever binds tighter, the regulation or your contract. A contract value can only tighten a FAR limit, never relax it, and a booking that would violate the binding limit is blocked at the source like any other duty/rest bust.

• Per-crew-group limits: rest, duty period, weekly time off, flight-time caps
• The scheduler enforces whichever binds tighter — FAR or contract
• A contract value can only tighten a FAR limit, never relax it

09Duty, rest & fatigue

Fatigue risk board

The fatigue risk board surfaces a per-crew risk view that blends documented duty load with each crew member's self-reported sleep and rest, and every score traces back to the inputs behind it. It is deterministic and explainable — there is no black-box prediction model. It replaces judging crew fatigue by gut feel on long rotations.

Replaces: judging crew fatigue by gut feel on long rotations

• Per-crew risk view from duty load plus self-reported sleep
• Every score traces back to its inputs
• Deterministic and explainable — no black-box prediction model

11Reserve, open-time & MEL

Open-time / trip trading

Pilots request drops, pickups, and swaps from the open-time board; a planner approves, and a trade that creates no duty/rest violation can auto-approve so the desk isn't a bottleneck on clean trades. Every trade still runs the legality check. It replaces trip trades negotiated over phone and email with no legality backstop.

Replaces: trip trades negotiated over phone and email with no legality backstop

• Drop / pickup / swap from the open-time board
• Planner approval; clean trades can auto-approve
• Every trade still runs the legality check

13Qualifications & recurrent

AQP (14 CFR 121 App. Y)

Run an Advanced Qualification Program with per-fleet proficiency objectives and continuing-qualification enrollments tracked alongside the rest of crew records, so CQ status isn't in a separate tool. It replaces the standalone AQP tracker most carriers keep apart from scheduling.

Replaces: the standalone AQP tracker most carriers keep apart from scheduling

• Per-fleet proficiency objectives
• Continuing-qualification enrollments
• Tracked alongside the rest of crew records

15Qualifications & recurrent

Recurrent calendar

A four-month grid lays credentials, FA recurrent training, and aircraft inspections on one calendar, so training and maintenance planning see the same upcoming wall of due dates. It replaces three separate calendars that never line up.

Replaces: three separate calendars that never line up

• Four-month grid on one calendar
• Credentials, FA recurrent training, and aircraft inspections together
• Training and maintenance planning see the same due dates

17Fleet, cargo & dispatch

Aircraft program

Each tail carries its Airworthiness Directives, Service Bulletins, and life-limited parts with inspection clocks, and the fleet view rolls up what's coming due. Airworthiness status stops living in a binder nobody fully trusts. It replaces AD/SB applicability tracked by hand.

Replaces: AD/SB applicability tracked by hand

• ADs, SBs, and life-limited parts with inspection clocks per tail
• Fleet view rolls up what's coming due
• Airworthiness status off the binder

19Fleet, cargo & dispatch

Live aircraft tracking

Live position and ETA appear on the ops board via FlightAware's AeroAPI, using your own key — you bring the FlightAware subscription. It replaces calling for position updates.

Replaces: calling for position updates

• Live position and ETA on the ops board
• Via FlightAware's AeroAPI
• Bring your own AeroAPI key

21Reliability & reporting

Predictive maintenance

Each tail gets a 0–100 aircraft-on-ground risk score that surfaces which aircraft to look at first, and every score is shown with the factors that contributed to it — airworthiness posture, inspection timing, utilization, and age. It is deterministic and explainable, not a black-box prediction: you see what drove the number, not a mystery output. It replaces guessing which tail is the next surprise AOG.

Replaces: guessing which tail is the next surprise AOG

• A 0–100 AOG-risk score per tail
• Shown with its factors: airworthiness, inspection timing, utilization, age
• Deterministic and explainable — not a black-box prediction

23Reliability & reporting

Manager daily digest

Managers get a morning email of today's operation and the items that need attention, so the day starts from a brief instead of a cold dashboard. It replaces piecing the morning picture together from several screens.

Replaces: piecing the morning picture together from several screens

• A morning email of today's operation
• The items that need attention
• The day starts from a brief, not a cold dashboard

25A dashboard for every seat

Pilot dashboard

When a pilot signs in they land on their own dashboard — not the company ops board. Next flights and duty/rest standing up top, a one-tap check-in to report for duty, their PBS bid (saved / submitted / awarded), a self-filling 61.51 logbook, and currency/credential expiry. Everything a line pilot needs, nothing they don't.

• Next flights and FAR 117 duty standing up top
• One-tap report-for-duty check-in and PBS bid status
• A self-filling 61.51 logbook plus currency/credential expiry

27A dashboard for every seat

Crew planner & dispatch

The crew desk and dispatchers run the operation from their own surfaces — build and award bid packages, manage reserve and open-time, and work the live ops / dispatch board — separate from what line crew see.

• Build and award bid packages
• Manage reserve and open-time
• Work the live ops / dispatch board

29Network-aware scheduling In development

Maintenance-station routingIn development

As pairings and aircraft routing are built, the board checks each tail's next-due maintenance check against the stations that are both reachable and rated for that check, and flags any tail whose check won't fit a capable station before its limit. The at-risk chip surfaces on the routing view so the crew desk catches a stranded check while there's still time to swap the routing. It is advisory: it flags the risk on the board, it does not block or prevent a dispatch. It composes with — never replaces — the FAR 117 / 121.467 legality the scheduler already enforces at assignment time. It replaces discovering a misrouted check after the line is already flying.

Replaces: discovering a misrouted check after the line is already flying

• In development — will check each tail's due check against capable stations
• Advisory at-risk chip on the routing view — never blocks dispatch
• Composes with the FAR 117 / 121.467 legality the scheduler already enforces

31Network-aware scheduling In development

Weighted efficiency scoreIn development

The board rolls the soft factors — deadhead legs, out-of-base overnights, aircraft repositioning, and maintenance-fit slack — into a single weighted score, shown as abstract points where lower is better. The weights are configurable per center, so the operation decides what to optimize; the score is a planning signal, not a dollar figure. It replaces comparing pairing constructions by gut feel.

Replaces: comparing pairing constructions by gut feel

• In development — will roll soft factors into one weighted score
• Abstract points, lower is better; weights configurable per center
• A planning signal, not a dollar figure