Questions, and straight answers.

You do. Every record belongs to the aircraft's owner. You can export the complete logbook as PDF, CSV or a JSON package at any time, and nothing about your account status changes that.

Your subscription stops and no new entries can be added, but your existing records stay exportable. We don't hold your logbook hostage to get you to resubscribe.

Keep them — they remain the record of everything already flown. New entries live in Aero Logworks going forward, and printed labels with QR codes tie the two together, so the paper and the digital record point at each other.

Your paper logbooks stay where they are, as the record of everything before you started. Setting up is quick: enter the N-number and we prefill make and model from the FAA registry, and tracked items are seeded from how the aircraft is operated. Importing from avionics and engine monitors is coming.

They go with it. An ownership transfer moves the aircraft's records to the new owner with every signature intact. And if you leave Aero Logworks yourself, you leave with your records.

Yes. A copy of the logbook arrives by email every month as a PDF and a CSV, so a recent copy is always sitting in your inbox, whatever happens to your password.

There is no FAA approval for logbook software, and we don't claim one. Signing follows the electronic-signature practices in AC 120-78B, and entries prompt for the content 14 CFR 43.9 and 43.11 require. Whether a record is acceptable rests with the operator and the mechanic, exactly as it does on paper.

The signer reviews the exact version of the entry, re-authenticates at the moment of signing, and signs. Their name and certificate number are frozen into the signature on that version. How signing works, step by step

Not silently. Signed entries are hashed and append-only, so a later change is detectable — the records are tamper-evident. A correction is a new version linked to the original, and only the signer can revise their own signed entry. Owners can request a correction; the signer makes it.

How the aircraft is operated, set once in its profile: Part 91, Part 135 (where the operating rule drives the labels), Experimental with the E-AB condition inspection, or Standard. The posture seeds the tracked items and wording — it's a setting, not a different product. S-LSA and E-LSA coming, rotorcraft, gliders and balloons coming, and Part 133/137 coming.

Yes. A paper entry signed the usual way is still a logbook entry, the same as it always was — nobody has to wait on us to return an airplane to service. How signing works covers the outage fallback.

For the life of the aircraft, not the life of your subscription.

Nothing. Mechanic accounts are free, and so are apprentice accounts. The owner's annual fee covers the aircraft, not each person working on it.

Then they keep signing the paper book, as they always have, and you still get the tracked items, the due list and the reminders on your side. The invitation stays open and costs them nothing when they're ready.

The owner invites them to the aircraft's record, or the mechanic starts a free account and gets invited from there. One account works across every aircraft they're invited to.

Entries prompt for it instead of leaving it to memory: the description of work, location, who performed it, and any discrepancies. Drafts and templates take care of routine work like oil changes and 100-hour inspections.

Not yet. A Part 65 experience log, with supervisor signing and an evidence packet for the FSDO, is coming. Apprentice accounts are free today.

Every signed entry can carry a printed label with a QR code. Scanning it opens a public page showing the entry, its signer, and their certificate number, checked against the stored hash — no login required, for the inspector or anyone else.

No. A scan verifies that the record matches what was signed — that the entry hasn't changed since the signer put their name on it. It is not an airworthiness determination. That still takes a qualified person looking at the airplane and the whole record.

Two things: the entry matches its stored hash, and the signature commits to that exact version. What a scan shows

No. The verification page is public to anyone holding the label. Unguessable per-entry verify links are coming.

Today the owner exports the records — a PDF, CSV or JSON package — and shares it, and the labels in the paper book can be scanned on the ramp. A shared prebuy records room is coming.

$99 a year per aircraft, paid by the owner. Mechanic and apprentice accounts are free. The rate card

New owners get 90 days free with full access, before paying anything.

No contract term. Cancel anytime, and your records stay exportable.

No. We don't charge for exporting, for reading your records after you cancel, or for mechanic seats.

No. We don't sell your records. They're the aircraft's history and yours to control. A written privacy policy is coming before general availability.

With a passkey or with Google. Signing an entry asks you to authenticate again at that moment, so an open session on a shared hangar computer isn't enough to sign in your name.

With a hosting provider in the cloud, not on a single computer in a hangar. The specifics — where, and how it's protected — will be set out in writing before general availability. Whatever the answer, your exports and monthly email copies mean you're never relying on one copy.

You, and the mechanics and apprentices you invite to that aircraft. A verification page shows a single signed entry to whoever scans its label, and nothing else in the book.