PAVE the V-speed for checkride!
Flight training records · 14 CFR Part 61 and Part 141
Start with PAVE and end with SAFETY
Built for the CFI to use.
Built for the student to benefit.
Built for everybody to be safe.
PAVE is the working record a flight instructor keeps for a student — intake through the checkride sheet the examiner is handed.
It exists to give you your evenings back. The endorsements are written, the hours add themselves, the checkride sheet assembles itself — so the time you spend on this student goes into teaching them rather than into paperwork nobody enjoys and everybody is accountable for.
One HTML file that opens in any browser — phone, tablet, laptop, Mac or Windows. No account, no install, no app store. It works at the tiedown with no signal: the record itself makes no network calls, holds no accounts, and never leaves your device.
THREE FOR FREE!
Your first three Private Pilot students are free!
- First lesson to checkride
- Everything working
- No account
- No card
- Nothing to install
- Unlimited free students — one more for every three instructors you refer, as many times as you like. Individual instructors only
The only magenta line your instructor wants you to follow.
Aeronautical experience
§61.109 · ASELTest preparation counts only inside the two-calendar-month window preceding the test. Counts round up — a student 0.4 short is short.
Where it sits
Everyone else started with a scheduler. We started with the record.
The category grew out of booking aeroplanes. Scheduling first, billing next, and a training record added later because schools asked for one. PAVE has the same pieces — scheduling, dispatch, billing, maintenance, aircraft logbooks, schools walled off from each other — and they switch on as accounts open. What is different is the order they were built in. The record came first, so nothing else is allowed to compromise it.
| Other platforms | PAVE | ||
|---|---|---|---|
| Works with no signal | Cloud platform; needs connectivity | Always — the record needs no connection | |
| Runs on | Their app, on the devices they support | Any browser — phone, tablet, laptop | |
| Where records live | The vendor's servers | Your browser, your device | |
| To try it | Request a demo | Open the file | |
| Endorsement wording | Rarely stated | All 34 verbatim, pinned by test | |
| Citizenship & TSA vetting | Widely unautomated | Built in, and it gates the syllabus | |
| Your backup | Theirs to hold, and yours to hope for | A file you keep, plus encrypted offsite | |
| Medicals & ID documents | Uploaded readable; the vendor holds the key | Encrypted in your browser before upload | |
| Deleting a student | Deletes the row you can see | Destroys the key, so every copy goes dark | |
| If you stop paying | Access ends; export if they let you | The record stays readable and portable | |
| The student's own voice | One way: instructor grades, student receives | They request training and flag what worries them | |
| Priced by | Aircraft — they all began as schedulers | Active students. Three free to completion | |
| If your school runs something else | Their record needs their platform first | Works on its own. No school account required | |
| Smallest customer that fits | Built around schools | One instructor, one student |
The left column describes what the category advertises publicly. Not advertised is not the same as not built — which is why the right column is written in checkable terms.
Why this exists
Checkride day should be about flying. Nothing else.
This was built by an instructor who has been on the wrong end of it. A checkride that did not happen because a form was not ready. An endorsement missing, or worded wrong. A DPE who had cleared their morning, a student who had already paid, and a day that ended before the aeroplane moved.
Nobody in that room was careless. The paperwork was just somewhere else — in a folder, in somebody's memory, in a logbook nobody had added up yet. And the cost does not land on the person who misplaced it. It lands on the student: another rental, another examiner fee, another month of currency quietly running out, and the particular kind of deflation that comes from being ready to fly and being sent home over a signature.
It tells you what is missing
Not on the morning. The sheet knows what it still needs and names the item, at a point where it costs a phone call instead of a cancellation.
The sheet is already assembled
Hours proven against the section that requires them, endorsements signed and in date, documents held and current. Printing is gated on it being complete — so the sheet in the examiner's hand is a finished one.
Nobody is defending the file
The examiner reads a record that answers its own questions. The instructor is not reconstructing anything. The conversation stays on the student, which is where it was always supposed to be.
A DPE's day gets easier too
They arrive to one sheet, in order, complete, with every hour traceable to the section that requires it — instead of an hour spent checking somebody else's arithmetic before the flying can start. Make the DPE's day easy and you have made your student's day easy, because that hour was coming out of their checkride either way.
Everything is ready. The student just has to perform. The whole point, in one sentence
Pilot · Aircraft · enVironment · External pressures
The name is not branding. It is the FAA's own risk model.
PAVE is the checklist every pilot is taught to run before a flight — and the structure the FAAST risk assessment is built on. Naming the record after it is a statement about what the record is for.
Accidents are rehearsed long before they happen
Not in the aeroplane — in the training that came before it. A gate somebody waved through. An hour logged that was not flown. A limit nobody wrote down while it still felt obvious.
Make the safe path the easy one
Every requirement is a gate rather than a reminder, every FAA sentence is the FAA's own, and every number is checked against the section it came from. Not because instructors are careless — because memory is a poor place to keep a regulation.
A pilot whose foundation is documented
Personal minimums set before they were needed. A risk assessment the student ran themselves. A record an examiner can read straight through. Habits, formed at the point they are cheapest to form.
It's better to be on the ground wishing you were in the air than in the air wishing you were on the ground. The judgement every gate in here exists to protect
Software does not make anyone safe. What it can do is refuse to let the quiet shortcuts through — and start a pilot in the habit of running the checklist the whole industry runs.
FAAST FRAT · personal minimums
Judgement, written down while it is still cheap.
Personal minimums are easy to hold in your head right up to the evening you are tired, the ceiling is lower than forecast and the student has already driven an hour. That is the moment they are worth having in writing — set on a calm day, by the person they apply to.
The real one, not an approximation
Transcribed from the FAAST GA_FRAT6 workbook and self-verifying: 27 weights that must sum to the workbook's own 64, or the app says so out loud rather than scoring you against a number somebody mistyped.
It works at the aeroplane
The transcribed assessment needs no connection, which matters because the risk assessment happens where the aeroplane is. The FAA's own online tool is embedded too for anyone who wants the official page — that one is the single thing here that needs a signal.
They run it themselves
A student assesses their own flight rather than watching you do it. Risk assessment is a habit, and habits form by doing.
Per student, and they stick
Wind, ceiling, visibility, day and night — recorded on the student's own record, so a decision made in the calm of a briefing room is still there on the evening it is inconvenient.
What the record holds
Intake through checkride.
Including the parts of instructing nobody enjoys and everybody is accountable for.
Four locks before lesson one
Legal identity, the instructor's own §1552.13 security training, citizenship, and English proficiency — in the order the law puts them in, each appearing only once the previous clears.
The real risk assessment
Transcribed from the FAAST GA_FRAT6 workbook and self-verifying: 27 weights that must sum to the workbook's own 64, or the app says so out loud.
ForeFlight, both directions
Built against their actual template file rather than their documentation — which disagreed on eight column names. The export reproduces their header byte for byte or refuses to write.
One sheet for the examiner
Viewing it is never restricted. Printing is — and when it refuses, it names the item that is missing.
Erasing takes deliberate effort
Clearing a value arms it and reveals a separate control, so a repeated gesture can never wipe a record. Deleting a student is an archive; real deletion means typing their name.
A balance never gates training
Charges are whole cents, stamped with the rate in force the day they were posted. A bill is between two adults; a training record is a regulatory document.
The regulations move
A training record that quietly goes stale is worse than none.
Advisory Circulars get reissued. Sections get amended. ACS documents get a new revision. Software that was right the day it shipped is not the same thing as software that is right today — and nothing tells you when it stopped being true.
Every source it depends on
A separate tool derives which sections and documents the app actually relies on, then checks amendment dates, dead links and newer revisions of the AC and the handbooks. The list is built from the code, not from somebody remembering to maintain it.
Verbatim text is pinned by test
Every FAA sentence is held character for character and checked on every run. When a regulation changes, a check is what fails — not a student's certificate two years later.
You get the current one
Updates arrive as a new file, and the build stamp inside the app tells you exactly which one you are holding. No migration, no upgrade window, no wondering.
Custody
It holds your records. You hold them too.
Most flight-school software keeps your students on somebody else's servers and lets you look at them. If you stop paying, or they stop trading, you find out how much of it was ever yours.
On your device, first
The record is written to the browser on the machine in front of you. Not uploaded to be lent back. Nothing has to be running anywhere for you to open a student's file.
A plain file you can hold
Export writes an ordinary file to your own disk — readable, keepable, and not a format only this app can open. Keep it wherever you keep anything else that matters.
They can save their own
A student can take their record out of their own copy of the app. Your private notes are withheld from that file, and the file says so — a student's record is theirs; your assessment of them is yours.
Transfer · arriving · leaving
Students move. The record moves with them.
Training is a cross-country. You file a plan, and then the weather closes the destination — people change schools, change instructors, stop for a year, come back. You land somewhere you never intended to land.
That is most of aviation, not a failure. What matters is that the approach does not change with the conditions — and that the diversion is not where the history goes vague.
Precision in any weather. An instrument approach does not care where you meant to land
Two menus and a file. That is the whole procedure
In ForeFlight: Logbook → Export. They get one CSV and send
it to you.
In PAVE: Log book → Import a CSV → choose the file.
Every flight arrives with its date, its aeroplane, its route and its landings, and the hours sort themselves into the columns the regulation counts — total, dual received, solo, cross-country, night. Nothing is retyped and no total is typed in by hand, because there is no box to type a total into.
A student who walks in at 60 hours starts at 60 hours, in about the time it takes to find the file.
Their old flights get to count
A logbook full of hours does not tell you which lessons they have actually had. A flight row says what was flown. It never says which lesson it was. That gap is why a transfer student gets re-taught things they already know — or credited for things they never did.
So the flights get associated with the training. Past flights are matched to the lessons and ACS tasks they satisfy, once, at intake, with the instructor who is about to go flying with them. From that point the syllabus knows exactly where the student stands, and so does the student.
They leave with everything
Not a transcript request and not a support ticket. An export they hold, which the next instructor imports — even if that instructor has no account and is running the free single file.
No vendor sits in the middle
A transfer is a file passing between two people, with the student in between. Nobody has to still be in business, still be paid, or still be answering the phone for that to work.
For the instructor
The paperwork was never the job.
Nobody became a CFI to retype endorsements, tally §61.109 columns by hand, or rebuild a debrief from memory three days later. That work is real and it is regulatory — and it is what keeps you at the kitchen table long after the last flight of the day.
Already written, already right
All 34, verbatim, with the one you need surfaced at the moment you need it. You read it and sign it. You never retype it, and you never go hunting through a PDF for the wording.
They add themselves
Every experience column runs live against the section it comes from, showing what is met and what is left. No second tally, no wondering whether the cross-country counted.
Captured, not remembered
Grade against the ACS task while you are still standing at the aeroplane. A debrief written three days later is a reconstruction, and everybody knows it.
The sheet assembles itself
The examiner's sheet is the record, not a document you build the night before. If something is missing it says which item — before the examiner does.
Stops being your job
Prerequisites, currency windows, expiring documents and the security and citizenship steps are gates the app holds — not things you carry around for every student at once.
Then the hour is yours. Put it into a better brief, a lesson plan worth the student's money, the manoeuvre they have not cracked yet — into becoming the instructor you meant to be, instead of the one buried in admin nobody enjoys and everybody is accountable for.
Compliance · your certificate
The flying is rarely what gets an instructor in trouble.
A CFI signature is a legal statement about a named person. The wording, the dates, the prerequisites behind it and the record kept afterwards are all requirements in their own right — and a clerical slip in any of them is your name on it, not the school's and not the student's.
You cannot sign the wrong words
Every endorsement is the FAA's own text, character for character, pinned by a test. There is no field where a good-faith paraphrase can become the thing you signed.
The legal gates come first, in order
Identity, your own security training, citizenship under §1552.7, English proficiency under §61.103(c). Each appears only once the previous clears — so training cannot quietly begin before the step the law puts in front of it.
The hours are counted, not estimated
Every experience column runs against the section that requires it, and counts round the way the regulation rounds. A student 0.4 short is short, and the record says so before an examiner has to.
The record is still there in three years
§61.189 keeps a record of every solo and test endorsement for three years; the citizenship documents are yours for five. Held, dated, and exportable — not scattered across a logbook, a folder and a memory.
Human error is not eliminated. It is moved to where it is cheap. A gate that stops you today costs a phone call. The same gap found later costs a certificate
PAVE is a tracking aid and record. It does not give legal advice, it does not make anybody compliant on its own, and the signed logbook remains the legal record — the app says so itself. What it does is make the complete, correctly worded, properly gated version the easiest one to produce.
AC 61-65K · §61.189 · TSA §1552
Your name stays on it for years after the flight.
An endorsement is not paperwork that ends when the student passes. §61.189 makes you keep a record of every solo and every test endorsement for three years. The citizenship documents you checked before lesson one are yours to hold for five — or you sign a further endorsement instead. That obligation is personal, it is yours rather than the school's, and it outlasts the student by a long way.
PAVE carries the whole of it: the wording, the record of who was endorsed and when, and the documents behind it — held, dated, and still there when somebody asks years later.
And the wording is the FAA's own. Stored character for character, pinned by a test so it cannot drift.
“I certify that [First name, MI, Last name] has received the required training to qualify for solo flying. I have determined they meet the applicable requirements of 14 CFR § 61.87(n) and are proficient to make solo flights in [M/M].”
All 34 are held the same way: the Advisory Circular's own words, character for character. Automated checks read every one of them on every build, so wording that has drifted from the AC fails before it can ship. When the AC changes, the app changes — it is worked on continuously, and the checks run whether anybody is watching or not.
The ledger
A bill nobody has to argue about.
Flight training is expensive, and most students find out what it cost afterwards. An hour here, a landing fee there, a rate that changed at some point nobody can quite pin down. The awkward conversation is almost never about the money — it is about not being able to explain the money.
Money is never a rounding error
Amounts are held as integer cents, not as decimals that drift. A total adds up to what the lines say it adds up to, every time, however many entries there are.
A charge remembers its own rate
The rate in force the day it was posted is written onto the charge. Raising your rate next spring never silently re-prices a lesson flown last autumn — and you can prove that, because the old rate is still sitting on the old line.
Every line explains itself
Date, what it was for, the rate that applied. A student asking "what is this for?" gets an answer from the record instead of a memory — which is the whole of what transparency means when somebody is spending this much.
A balance never gates training. A bill is between two adults. A training record is a regulatory document
Owing money never locks a student out of their own record, never hides an endorsement, and never blocks a checkride sheet. Chasing an invoice by holding a regulatory document hostage is not something this app will help anybody do.
The student’s side
The student tells you what they need, before you have to guess.
Every other system in this category runs one way: the instructor grades, the student receives. But the person who knows they are not comfortable with short-field landings is the student, and in most training that only surfaces when they say it out loud — if they are confident enough to, and if anybody asks.
They can request more training
On any manoeuvre, any lesson, at any point. Not next time, not if they remember, not if they are brave enough to bring it up at the aeroplane with the clock running — the moment they think it.
They mark what still worries them
After the lesson, while it is fresh, the student records what they are not yet comfortable with. An honest answer given at the aeroplane is worth more than a confident one given three days later.
It keeps them working between lessons
Questions drawn from the regulations and the handbooks, with every miss recorded. A miss list is a lesson plan the student wrote themselves without meaning to.
You always know where they are
Not "how are you feeling about steep turns?" at the start of the next lesson. A record of exactly what they flagged, when they flagged it, and what they have missed twice.
Students do not quit because it is hard. They quit when they feel lost, and nobody noticed. The one thing that keeps a student in the aeroplane
White label · your syllabus · your colours
It can look like your school, because it is your school.
Two things make software feel like it belongs to you: it looks like you, and it teaches your course rather than a generic one. PAVE does both — for a forty-aeroplane academy and for one instructor who wants their own name on it.
Your logo, your colours
Put your school’s logo at the top and set the colour scheme to your own. Students see your brand on the record they carry through training — not somebody else’s software with your name mentioned in the corner.
It costs nothing extra, and it works the same for a single instructor who simply wants it to look like theirs.
Familiar everywhere, personal to you
You change the colours and the logo. You do not get a different app. Every PAVE looks and works the same underneath, so an instructor who moves between two schools already knows how to use it, and a DPE seeing their second one reads it as fast as their first.
That sameness is worth more than total freedom, and it is why the customisation stops where it does.
A colour scheme cannot hide a problem
The colours that say met, short and expired are checked for contrast and cannot be set to something unreadable. A pale warning on a pale panel is not a design choice — it is a warning switched off.
So the branding is real, and the verdict on a §61.109 requirement is never yours to restyle. Nobody’s school gets a version where a gap looks fine.
And it teaches your course
A syllabus here is not a PDF stapled to the side of the app. It is the thing the app runs on — lessons, stages, prerequisite gates, ACS tasks, quiz questions and the endorsement set, declared together and stamped onto each student’s record so you can prove which version they trained under.
The TCO is the point
Your approved Training Course Outline is what the FAA holds you to. A generic syllabus that approximates it is a finding waiting to happen. Yours is built to match — stage by stage, gates enforced rather than suggested.
House rules, encoded
Clubs and independent instructors have their own sequence, minimums and checkout requirements. Those become gates instead of something everyone is supposed to remember.
Revise without rewriting history
Each student carries the syllabus version they started under. Changing the course does not silently re-grade people already halfway through it.
Flights cancel. Constantly.
The aeroplane goes unserviceable, the student gets a cold, the ceiling sits on the deck for a fortnight. So you fly lesson nine before lesson seven, and again the week after — and in most systems that is exactly where the syllabus quietly stops meaning anything.
Out of order, never off track
Anything whose prerequisites are met is available to fly today, in whatever sequence the weather allows. What is still outstanding stays outstanding and visible — so a course flown completely out of order still arrives at a checkride with nothing missed.
How that actually happens: we build it with you. Not a self-serve editor and a support article — a working session with someone who reads the regulations for a living, turning your course into something the app enforces. Four courses ship today; anything beyond them is built to order.
The connected side
When one record has to be in two places.
The single file is complete on its own and always will be. What it cannot do is put the same record in your hands and your student's at the same time. That is what the connected side is for.
A student signs in as themselves
A link to their e-mail for students; a password and a second factor for instructors. Each school's records are walled off from every other school's at the database itself, not by application code remembering to filter.
One record, two people
You grade at the aeroplane, they see it. They self-assess, you see it. The offline file stays the source of truth when there is no signal — the connection is an addition, never a dependency.
Encrypted before they leave
Medicals, identity and citizenship papers are encrypted in the browser, under the student's own key, before upload. The storage provider holds unreadable bytes. Deleting a student destroys the key, which reaches copies nobody could reach by hand.
Booked against the record, not beside it
A booking is checked against what the record already knows — currency, checkout, prerequisites, medical and document expiry — instead of being a calendar that happens to sit next to the training file. The schedule and the training record are one thing.
Already on Flight Schedule Pro? Keep it.
Most schools already run a scheduler, and for a lot of them that is Flight Schedule Pro. PAVE does not ask you to move off it, and does not want to be a second calendar competing with the first.
Exactly one system owns the schedule, and if you use FSP that system is FSP. PAVE reads it. A reservation shown here is a mirror of theirs, not a rival copy — so the booking your front desk made is the booking your record knows about, and there is never a question of which one is right.
It reads your existing calendar feed, so it needs nobody's permission but yours. And if the upstream schedule double-books an aeroplane, PAVE imports that and says so rather than silently refusing a booking the school made.
One student, or a fleet. Same record either way.
One student on a laptop, or a school with a fleet and its own approved syllabus. Nothing is rebuilt on the way up — same fields, same gates, same exports. And if a school closes or an instructor leaves, they all walk out holding a file that still opens on its own.
Evidence, not adjectives
Anyone can say their software is careful.
Every one proven able to fail
New checks are deliberately sabotaged first, to confirm they go red — a test that cannot fail is decoration. Nothing ships while one is red, and a section that vanishes from a run counts as a failure, never a silent skip.
The regulations are watched
A separate tool derives which sections the app depends on, then checks amendment dates, dead links and newer revisions of the AC and the handbooks. A training record that quietly goes stale is worse than none.
It refuses rather than guesses
No weight and balance without a real weighing record. No prep hours counted on an undated lesson. A number invented to fill a field is a number an examiner cannot check.
What is done · what is queued · what is left
What you have, what is queued, and what is next.
The test suite prints its own coverage list on every run rather than hiding it in a footnote, so the same openness belongs here. Most of this is finished. What follows is not a roadmap — it is an inventory, split by the only distinction that matters to you: what you can use this afternoon, what is written and waiting on the accounts being switched on, and the one thing genuinely still to come.
In your hands now
In the file, today. Open it and use it.
- The whole training record. Intake to checkride — all 34 endorsements verbatim, every §61.109 column counted against the regulation, the currency intervals, and the checkride sheet the examiner is handed.
- The student’s own voice. They ask for more training, flag what they are not comfortable with after a debrief, run their own risk assessment and set personal minimums — and the quizzing keeps them working between lessons.
- Logbook import. A ForeFlight export drops straight in and the hours land in the columns that count.
- 100-hour, annual, transponder, ELT, pitot-static. Every inspection tracked against the hours and the calendar, counting down rather than being remembered — and the aeroplane says so before somebody books it, not after they have flown it.
- Weight and balance. Built on a real weighing record, because a loading computed from a number somebody guessed is worse than none.
- Aircraft documents. Airworthiness, registration, insurance, weight and balance, the POH — held and dated. Most of them never expire, and it says so rather than inventing a countdown — registration does, at seven years, and an expired one makes the airworthiness certificate ineffective.
Built, and switching on with accounts
Written, tested and finished — waiting on the service that carries them going live. Not a plan. A queue.
- Student access. Students sign in as themselves, see their own record, self-assess and run their own risk assessment.
- Sync. One record, instructor and student — with the offline file still the source of truth when there is no signal.
- Maintenance and squawks. Raised by whoever found it, on the flight it happened on, and visible to the next person who books that tail. A squawk that lives on a whiteboard is a squawk the next pilot never sees.
- Aircraft logbooks. Airframe, engine and propeller, with the entries and the return-to-service where the record is, not in a folder in a hangar.
- Security. A second factor for instructors, every school's data walled off at the database itself, and medicals and identity documents encrypted in the browser under the student's own key before upload.
- Real deletion. Removing a student destroys the key their documents were encrypted with — which reaches copies that deleting a file never could.
- PAVE's own scheduler. Bookings checked against currency, checkout, prerequisites and document expiry — the schedule, the aeroplane and the training record as one thing.
Coming next
This is worked on every day. New checks, new gates and new course material land continuously — so the list below is what is being built next, not a someday list.
- Helicopter and multi-engine. The same treatment the four aeroplane certificates already get — the experience columns, the gates and the endorsements, verbatim and checked against the regulation rather than summarised.
- More on the student's side. Tools and dashboards for the student themselves, so they can see where they are, what is left and what is next without having to ask you.
- Beyond Part 61 and Part 141. Every endorsement, gate and experience column is 14 CFR today. Other authorities follow the same way the four certificates did — verbatim, and checked.
The single file stays free, offline and complete on its own. That is not a trial and it does not expire — the connected side is what you add when one record has to be in two places.
What it costs
Your first three Private Pilot students are free.
Not three lessons. Not thirty days. Not a demo with the good parts locked. Three Private Pilot students, first lesson to checkride, with everything working. For an instructor teaching primary students on the side, that may be the whole of what you ever need — and that is fine.
Free, then $29 a month per student — never more than $89
The single HTML file is free forever, for anybody. No account, no card, no expiry. Add it to your phone's home screen and it behaves like any other app, without going near an app store.
Your first three Private Pilot students are free — the complete record, first lesson to checkride. After that each enrolled student is $29 per month, and you will never pay more than $89 a month for any one rating you teach, however many students you carry.
Priced by students, never by aircraft. Refer three instructors and your free allowance goes up by one student, as often as you like — individual instructors only.
A new certificate is a new enrolment
The free places are Private Pilot, and only Private Pilot. Instrument, Commercial and Flight Instructor are paid from the first student — those are the ratings people come back for, and that is where this earns its keep.
Finishing Private while starting Instrument is two enrolments and two charges. The billing counts courses, not people.
When a student stops, so does the bill
Students drop out. Life happens, money happens, the medical comes back wrong. Release them and the billing stops with them — no notice period, no phone call, no form, and nothing to remember to cancel.
The month you are in is already paid, so it runs out and then stops. One month, prepaid, and no invoice after it.
The record outlives the bill
You release them or they walk — either way nothing is deleted. Every lesson, endorsement and hour stays where it was, the student keeps their own copy, and yours stays readable and exportable. What stops is new work, not history.
The day another instructor takes them on, training picks up from the line it stopped on and the billing moves to them. Not a fresh start, not a re-import.
A line item, not an overhead
Most software a school buys is a cost it absorbs. This one you can offer — a student with their own access and their own record is getting something worth having, and schools price that into what the student already pays them.
And changing instructor is not a release. Another CFI picks the student up with permission, nothing goes dormant, and the bill does not move.
The three free places belong to the account, not to each instructor — a school gets three, however many CFIs it has, and referral places are for individual instructors. Said plainly here rather than discovered on an invoice.
And a CFI can hold their own account as well as a seat in yours. Plenty of instructors fly outside the school they teach at — those students are theirs, on their own account, with their own free places and their own referrals. Working at a school does not cost you that.
The student never pays PAVE. You do — or the school does. They are never asked for a card and never see a price. (The ledger further up is a different thing: that is what your student owes you for the flying.)
What lapses is new work. Never the record. Stop paying and you still hold everything already written
No waitlist. No demo call. No card to start.
Getting in
Not open yet. Ten instructors first.
PAVE is finished enough to fly a student from first lesson to checkride, and it is being put in front of ten instructors before anybody else — people who will use it on real students and say what is wrong with it.
That is not scarcity for its own sake. A training record is not a thing to hand out and hope about: the first ten get looked after personally, and what they find gets fixed before the eleventh arrives.
If you instruct and you want one of those places, say so — and if you are reading this later, the ten are long gone and it is simply open.
Questions, or you just want to know more: [email protected]. A person reads it.
No waitlist. No demo call. No card.
Built by a working CFI for the record that actually gets signed. Open it and see whether it holds up — that is the only argument worth having.
Get PAVE nowRunning a school? Custom and Part 141 syllabuses are built to order.
Putting it on your phone
- Open PAVE in Safari using the button above.
- Tap the Share button — the square with the arrow out of it.
- Scroll down and tap Add to Home Screen.
- Open PAVE in Chrome using the button above.
- Tap the three dots, top right.
- Tap Add to Home screen.
- The button above opens it. Bookmark it.
- Nothing to install, no account to make.
It gets its own icon, opens without browser chrome and behaves like any other app on the phone — without going near an app store. Always open it from the same address. A student’s records belong to the address they were entered at, so a bookmark to somewhere else looks like an empty app.