Sojourn Logbook™ In beta testing
We log your career,
not just your flights.
A record for the flight deck.
A different one for the cabin.
Hours, duty, rest, standby, training — the whole working record, for pilots and cabin crew. Every rule read from the authority’s own legislation, versioned and dated.
Ten authorities verified. One tap turns the record into the CV you send.
One app, two crews
The same engine.
A different document.
A pilot and a cabin crew member keep different records, under different rules, in different words. Sojourn renders each crew their own document — not the same page with a different title on it.
- Licencewith class and expiry
- Pilot-in-commandand second-in-command
- Nightcomputed per authority at export
- Attestationnever called a licence
- Time in chargethe purser’s own figure
- Duty hoursalongside flight hours, not instead
Both pages are real Sojourn output; the crew and operator are fictional. A pilot is never shown the cabin document, and cabin crew are never shown command time — the app asks once, at onboarding, and every screen follows.
Where we are different
Four claims. Each one checkable.
Every rule read from the source
Primary legislation, versioned and dated, re-checked on a schedule. The verification state of every authority is published — including the ones still being checked.
Duty, not just flights
Standby, positioning, training and rest are duties. Most logbooks have nowhere to put them — which is why most logbooks cannot tell you where you stand for tomorrow.
We cannot read your logbook
Not as a promise about what we choose to do — as a description of how the app is built. Daily unlock is face, fingerprint or PIN, and it works with no signal, because you are usually somewhere without one.
Both platforms, the same app
One record on Android and on iPhone, with the same features on each. If you carry an Android in your flight bag you have probably been offered the lesser version of something. Not here.
The problem
A logged hour is not a portable fact
Two pilots fly the same sector. One files with the FAA, one with EASA. The FAA counts night from the end of evening civil twilight; the UK CAA and Hong Kong count it from thirty minutes after sunset; Singapore counts twenty. The same wheels-up to wheels-down produces different night totals — legitimately.
Command time is worse. The FAA lets the sole manipulator log PIC even with an instructor aboard. EASA reserves PIC for the designated commander and puts supervised command in a separate, countersigned PICUS column. There is no honest way to convert one into the other after the fact.
So a logbook that stores “3.2 hours night, 6.4 PIC” has already thrown away the information needed to be correct anywhere else. Most logbooks pick one definition and hope you never move country.
The approach
Store what happened. Compute at export.
Sojourn stores raw facts: block and airborne times in UTC, the route and aerodromes, the sun and twilight timestamps for that position and date, the crew role as flown, and actual IMC, hood, and time-under-IFR as three separate fields.
Night, cross-country and PIC are never stored as numbers. They are computed against the rules of whichever authority you are exporting to, at the moment you export.
File with the FAA on Monday and EASA on Friday from the same record, and both are right.
How the rules are built
We don’t guess. We verify.
Most logbooks hand you a blank template and expect you to copy your limits off a screenshot, or import another pilot’s file. No source, no date, no way to tell whether what you are filing is still current.
Every rule in Sojourn — how an authority defines night, what counts as command time, where cross-country begins — is read from that authority’s own legislation and recorded with the clause it came from. Each rule set is versioned and dated. When a regulation changes, the rule set changes with it and the date moves.
Verified against primary legislation
United States
European Union
United Kingdom
Qatar
Canada
Australia
New Zealand
United Arab Emirates
Hong Kong
Singapore
Ten verified today — four of them this week, from primary documents. Four more mapped and being checked: GACA, DGCA, CAAC and JCAB. They stay on the page while they are checked, with the specific unconfirmed item named.
Designed differently
Two jobs. One record.
Most logbooks are built around a flight: where you went, and how long the wheels were up. Sojourn is built around a duty. That sounds like a technical distinction until you notice what a flight-shaped record cannot hold — your standby, your positioning, your training, and the report time your duty actually began at. So your duty and rest end up somewhere else entirely, usually your operator’s rostering system, and you find out where you stand when somebody else decides to tell you.
It is also why the limits come out right. Rest is the gap between debrief and your next report. A flight duty period runs from report to on-blocks. Neither is a block time, and neither can be recovered from one — so a record of flights can tell you your hours, and almost nothing about where you stand.
Sojourn was built to do both from the same entries. The record that keeps your hours straight for your licence also runs duty, rest and the cumulative limits against the authority you fly under. Log the duty once, and both move — your experience record and your flight-time-limitation position.
That is the whole reason the record stores raw facts rather than tidy totals. An hours record and an FTL clock ask different questions of the same duty, and only the unrounded version can answer both.
Fly for anyone. Don’t see your operator’s rules? Send them — we’ll build the scheme, and it then works for everyone at your airline.
Version one computes your actual position from the record you already keep, with no roster feed required — forward projection comes after. Sojourn shows you where you stand. Figures are indicative — confirm against your Operations Manual. Not legal advice.
| What the rule limits | Computed from | Needs a report or debrief time |
|---|---|---|
| Rest | Previous debrief → next report | Both |
| Duty period | Report → debrief | Both |
| Flight duty period | Report → on-blocks of the last sector | Report |
| Cumulative duty — 7, 14 and 28 days | The sum of duty periods | Both |
| Cumulative flight time — 100 h / 28 days, 900 h / year | Block time | Neither |
Rest is the one that decides it. Rest is the gap between debrief and your next report — from block times you can measure landing to next take-off, which is not rest, and is always longer than it.
The colours are the app’s own — every kind of duty wears its colour in the record.
For cabin crew
Cabin crew have never had a logbook.
Flight time limitations are not a flight-deck matter. Your airline rosters you and keeps the official record — and you are asked to work with nothing of your own. No running total, no independent record.
Not because nobody thought of it. A logbook built around block hours has nowhere to put a duty that contains no flight — and a great deal of your working life contains no flight.
A roster tells you what you are doing next. It does not tell you where you stand. And the obligation not to begin a duty that exceeds your limits sits with you as well. You are the last check.
The limits are your own, not a footnote to the flight-deck scheme. Under the GCAA scheme a cabin crew member may be rostered to 210 duty hours in twenty-eight days where a pilot stops at 190, on a rest floor an hour shorter — and on some route mixes to 1,200 flight hours a year against a pilot’s 900. In Singapore it is 100 duty hours in fourteen days against a pilot’s 90. In New Zealand there is no cabin-crew flight-time rule at all.
Higher limits, shorter rest — and the only record of either belongs to the company you would be disputing it with.
We log your career, not just your flights. Sojourn keeps the whole working record — duties, standby, reserve, positioning, training — and turns it into two things cabin crew have not been offered before.
Your experience, as a document. Hours and sectors by aircraft type, the fleets and the routes, the operators you have flown for, ultra-long-range operations, time in charge. One tap, and the career you actually have is on paper. Recruiters have never had anything to read.
Your own track. An independent record of your duty and rest, kept by you, on your device. Not to prove anyone wrong — to prove what you recorded, and when. Without your own record, you depend on whatever the other party brings to the table.
Figures are indicative — confirm against your Operations Manual. Not legal advice.
Crew rest
A plan on the ground.
The real one after take-off.
In-flight rest gets worked out on a scrap of paper in the galley, photographed, and sent to a group chat that half the crew are not in. Sojourn does it properly — and the version that counts is not the one made before boarding. That one is a plan against scheduled times. The real one is what the purser sends once the actual take-off time is known, and it reaches every phone in the group.
One plan, one owner
Whoever creates the crew group builds the schedule; everyone else receives it. Two groups on one aircraft is normal — one forward, one for Economy — and each has its own.
The leader sees who has a block and who does not: 5 of 8 assigned. A to-do list, not a warning.
Shared the way a galley works
A QR taped up in the galley, a wifi share that reaches everyone at once, or a briefing-room sheet you can put on the big screen. Whoever scans has the plan — nobody types anything.
Airborne is exactly where a phone has no signal, which is why the galley QR works in airplane mode; wifi works best when the group is connected. Swap requests ride the same channel in a coming update.
And it stays yours
A plan shared by QR reaches no server at all — it travels inside the link’s fragment, which browsers never send anywhere. Over wifi it is encrypted on your phone first.
The relay holds ciphertext it cannot read, forgets it after 48 hours, and never learns a name: the group is an opaque id.
The notification is a doorbell, not the plan. “Your rest has been assigned” — and nothing else, because the plan is encrypted end to end and the push carries none of it. A shared plan appears on your Crew rest page — and that is all it does. It never writes to your logbook and it never changes a limit, so nothing enters your record because someone else pressed send.
App screens over a fictional cabin crew and operator; the app is in beta testing. This organises the service rest a crew agree between themselves — it is not the flight-time-limitation in-flight rest calculation, and it changes no limit anywhere in the app.
What comes out
One record. Three documents.
Night, function time, duty and rest are computed from the same canonical record and rendered for whoever has to read them — an authority, a recruiter, or you. These pages are the engines’ actual output, not mock-ups.
Sample documents. Every figure is computed by the Sojourn engines; the pilot and operator are fictional. Sojourn Logbook is in beta testing.
Sojourn Tax
Your logbook already holds part of the answer
If you also fly for a living across borders, the sectors in your logbook help decide your tax residency — part of the picture, not all of it. Sojourn Tax can read them straight from Logbook — on your device, with your permission, and never as a silent write.
Every import lands as a review session you approve, line by line. Licence data never crosses: no command times, no endorsements, no instructor names.
You grant consent, per product
Nothing moves until you say so, and you can revoke it.
Legs transfer on-device
No server sees the data. It never leaves your phone.
You review before anything is written
Tax proposes; you confirm. Your residency record is never changed behind your back.
Starting out
The people who need a record most
can least afford one
A career record is worth most when it starts at hour one — which is exactly when nobody has any money. So we do not charge for it.
Student and new pilots
Free for up to two years, capped at 250 hours — 200 on training types and 50 on everything else. The full app, not a teaser tier.
Cabin crew
Free for your first year: long enough to cover initial training and the first months on the line, so the record is already yours by the time anyone asks you to pay for it.
No payment details, and no trial that quietly ends after a fortnight. Full terms are in the plan below.
Pricing at launch
Free while you start out. One price when you fly.
Prices are the intended launch prices and may change before release. Nothing is charged until the app ships.
Free
$0
no payment details — 3 months from your first logged duty
If you already fly and want to try it first
- Import your whole logbook — unlimited, always free
- See your hours and your duty position, computed under your authority’s own rules
- Log every duty for 3 months — any aircraft type
- Exports need a subscription
Starter Pro
$0
from your first logged duty
If you’re training, or new to the job
- Everything in Logbook Pro
- Pilots: up to 2 years, capped at 250 hours
- 200 hours on training types, 50 on everything else
- Cabin crew: 1 year, training and the line
- Ambassador programme from day one
Logbook Pro
$59.99
per year
- Every authority format
- Flight-time limitations, computed live
- Unlimited exports
- 3 career-summary layouts — application, authority, one page
- No hours limit, no aircraft-type limit
- Attach your operator’s own FTL scheme
- Roster import
- Android and iOS
Tax Bundle
$74.99
per year, both apps
- Everything in Logbook Pro
- Sojourn Tax Pro included
- Legs feed your residency clock
- One subscription, two apps
One tier. Everything in it. No desktop upgrade, no export add-on, and no feature you later discover is in the other plan. What is on the Logbook Pro card is the whole app.
Your price is your price. What you pay in the first year is what you pay at renewal. If we ever raise the price, it applies to new subscribers — not to you.
Free exists so you can check our work before you switch. Bring in twenty years from your current app, a spreadsheet, or a photo of a paper book — free, unlimited, and nothing is written until you confirm it. Then watch what happens: your total time reconciles to the hour, and where your night or command totals differ from what you brought, we show you the rule that moved them. That is the whole product, demonstrated on your own record. Exporting it is what a subscription is for.
Starter Pro is free because a career record is worth most when it starts at hour one. Pilots keep it for up to two years, capped at 250 hours. Cabin crew keep it for a year — long enough to cover initial training and the first months on the line, so the record is already yours by the time you are asked to pay for it.
Be told when it ships
One email at launch. That is the whole list.