Direct Answer: What Are the Part 135 Flight Time and Rest Limits?
Under 14 CFR §135.267, a pilot on an unscheduled one- or two-pilot Part 135 crew may not be assigned — and may not accept — flight time if total flight time in all commercial flying would exceed 500 hours in any calendar quarter, 800 hours in any two consecutive calendar quarters, or 1,400 hours in any calendar year. Daily flight time in any 24 consecutive hours is capped at 8 hours for a one-pilot crew or 10 hours for two Part 135-qualified pilots; each assignment must provide at least 10 consecutive hours of rest in the 24 hours preceding its planned completion; and the operator must provide at least 13 rest periods of at least 24 consecutive hours each calendar quarter.
The proof side lives in §135.63(a)(4)(vii): the certificate holder — not the pilot — must keep each pilot’s flight time in sufficient detail to determine compliance with the flight time limitations, kept at the principal business office, available for FAA inspection, and retained at least 12 months under §135.63(b).
Duty and rest findings are records findings
An FAA inspector almost never witnesses an over-limit assignment in person — the finding is reconstructed from your own flight logs, duty rosters, and pilot records during a surveillance records review. If the records cannot show the 10 consecutive hours of rest behind an assignment, the operator cannot prove the flight was legal. Civil penalties under 49 U.S.C. §46301(a)(1) reach $75,000 per violation for operators other than individuals or small business concerns — $1,875 per violation for individuals and small business concerns — under the inflation-adjusted penalty table at 14 CFR §13.301 (violations on or after December 30, 2024).
Who §135.267 Covers: The Subpart F Map
Part 135 Subpart F — Crewmember Flight Time and Duty Period Limitations and Rest Requirements — is not one rule but a family of schemes, and §135.261 is the routing table that says which scheme applies to which operation:
- §135.263 — general rules that apply to all operations under the subpart: no duty assignments during required rest, the transportation-is-not-rest rule, and the at-departure expectation test for weather-driven overruns (all covered below).
- §135.265 — scheduled passenger-carrying operations, except those conducted solely within the State of Alaska. Under §135.261(b)(1), scheduled passenger-carrying operations means passenger-carrying operations conducted in accordance with a published schedule covering at least five round trips per week on at least one route between two or more points, including dates or times (or both), openly advertised or otherwise made readily available to the general public. An operator that does not meet that definition can still elect §135.265 under §135.261(b)(2) — but the election requires an appropriate operations specifications amendment.
- §135.267 and §135.269 — under §135.261(c), these apply to any operation that is not a scheduled passenger-carrying operation, and to any operation conducted solely within the State of Alaska, unless the operator elects §135.265. §135.267 is the one- and two-pilot crew rule — the scheme that governs the typical on-demand charter operator. §135.269 covers three- and four-pilot crews.
- §135.271 — special flight time limits and rest requirements for helicopter hospital emergency medical evacuation service (HEMES) operations. If you run air ambulance operations, the duty/rest scheme interacts with a separate documentation stack — see the HEMS records guide.
- §135.273 — duty period limitations and rest requirements for flight attendants in all Part 135 operations.
Two routing facts surprise operators. First, the Alaska carve-out: an operation conducted solely within Alaska falls under §§135.267/135.269 even if it runs on a published schedule, unless the operator affirmatively elects §135.265. Second, the election is certificate-level paperwork, not an informal choice — it lives in your OpSpecs, which means the FAA can verify at any time which scheme your records are supposed to demonstrate compliance with.
Assigning crews within these limits is an exercise of operational control — the authority over initiating, conducting or terminating a flight, as defined in 14 CFR §1.1 — which is why duty/rest findings often appear alongside operational control findings in enforcement actions: both trace back to who decided a pilot could take a flight, and on what recorded basis.
Every §135.267 Limit — and the Record That Proves It
The table maps each provision of §135.267 (plus the §135.63 recordkeeping anchor) to the limit, the measurement window, and the document an FAA inspector would ask for to verify compliance. The right-hand column is the part most operators have never formalized — and the part that decides how a records review goes.
| Provision | Limit / Requirement | Measured Over | The Record That Proves It |
|---|---|---|---|
| §135.267(a)(1) | 500 hours total flight time in all commercial flying | Any calendar quarter | Per-pilot cumulative flight time ledger + outside-flying declarations |
| §135.267(a)(2) | 800 hours total flight time in all commercial flying | Any two consecutive calendar quarters | Rolling two-quarter totals computed from the same ledger |
| §135.267(a)(3) | 1,400 hours total flight time in all commercial flying | Any calendar year | Annual flight time summary per pilot |
| §135.267(b)(1) | 8 hours flight time — one-pilot crew (assigned flight + any other commercial flying) | Any 24 consecutive hours | Per-leg block time entries on flight logs / trip records |
| §135.267(b)(2) | 10 hours flight time — two pilots qualified under Part 135 for the operation being conducted | Any 24 consecutive hours | Leg records + both pilots’ Part 135 qualification records |
| §135.267(c) | Alternative: flight time within a regularly assigned duty period of no more than 14 hours, bounded by 10-hour rests, duty + rest = 24 hours | The regularly assigned duty period | Published duty rosters showing the regular assignment and bounding rest periods |
| §135.267(d) | At least 10 consecutive hours of rest | The 24-hour period preceding the planned completion time of the assignment | Duty/rest roster documented at assignment time (the look-back computation) |
| §135.267(e) | Post-exceedance rest: 11 hours (over by ≤30 min), 12 hours (over by >30–60 min), 16 hours (over by >60 min) | Before the next flight assignment | Exceedance memo: cause beyond control, overage amount, rest assigned |
| §135.267(f) | At least 13 rest periods of at least 24 consecutive hours each | Each calendar quarter | Quarterly rest calendar per pilot showing each 24-hour period |
| §135.63(a)(4)(vii) | The pilot’s flight time in sufficient detail to determine compliance with the flight time limitations | Continuous; each record kept at least 12 months (§135.63(b)) | The individual pilot record at the principal business office, available to the FAA |
Data sourced from 14 CFR Part 135, Subpart F and §135.63 as published on eCFR.gov. Verify against the current eCFR before relying on this table for compliance determinations — and note that an operator electing §135.265, or running three- and four-pilot crews or HEMES operations, follows a different scheme.
Not sure your flight time and duty documentation would survive the right-hand column? The free FAA Readiness Score benchmarks your records posture in under 3 minutes — no signup.
Run the Readiness ScoreReading the Limits: Cumulative Caps, the Daily 8/10 Rule, and the 14-Hour Construct
The cumulative caps — and the all-commercial-flying trap
§135.267(a) is written as a two-sided prohibition: no certificate holder may assign, and no flight crewmember may accept, an assignment for flight time as a member of a one- or two-pilot crew if the crewmember’s total flight time in all commercial flying will exceed 500 hours in any calendar quarter, 800 hours in any two consecutive calendar quarters, or 1,400 hours in any calendar year. The two-quarter cap is the one operators most often forget to compute: a pilot can be under 500 in each individual quarter and still bust 800 across two consecutive ones.
The phrase all commercial flying is the structural trap. A pilot who instructs on weekends, flies pipeline patrol for someone else, or picks up trips for a second charter operator is consuming the same budget — and your company flight log only sees your legs. Because §135.63(a)(4)(vii) puts the recordkeeping burden on the certificate holder, operators in practice close the gap with recurring written outside-flying declarations from each pilot — a document that should live in the same individual pilot record as the certificates, medicals, and checkride records.
What counts as flight time? 14 CFR §1.1 defines it as pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing — block time, in operational shorthand. That definition is why per-leg out/in times on the trip record are the atomic unit of duty/rest proof: every cumulative total an inspector checks is reconstructed from them.
The daily 8/10 rule — measured against any 24 consecutive hours
Under §135.267(b), except as provided in paragraph (c), during any 24 consecutive hours the total flight time of the assigned flight, when added to any other commercial flying by that crewmember, may not exceed 8 hours for a flight crew consisting of one pilot, or 10 hours for a flight crew consisting of two pilots qualified under this part for the operation being conducted. Two details in that sentence carry most of the enforcement weight:
- Any 24 consecutive hours — a rolling window, not a calendar day. A leg flown at 2300 and a leg flown at 0700 the next morning sit inside the same window. Compliance has to be computed continuously, which is exactly why it has to be documented continuously.
- Qualified under this part for the operation being conducted — the 10-hour two-pilot limit is unlocked only when both pilots are Part 135-qualified for that operation. A pilot in the right seat who has not completed the required training program events and checks does not extend the day to 10 hours — and the proof that your SIC was qualified is, again, a records question.
Note what §135.267 does not contain for unscheduled one- and two-pilot crews: outside the paragraph (c) construct, there is no freestanding ceiling on total duty-period length in the rule text. The day is bounded indirectly — by the flight-time caps and by the paragraph (d) requirement that 10 consecutive hours of rest fit inside the 24 hours preceding the planned completion of the assignment. That indirect structure is precisely why the FAA evaluates legality from rosters and trip records rather than from any single duty clock.
The §135.267(c) 14-hour regularly assigned duty period
Paragraph (c) is the most misread provision in the section. It allows flight time to exceed the paragraph (b) limits if the assigned flight time occurs during a regularly assigned duty period of no more than 14 hours, and three conditions are all met:
- the duty period is immediately preceded by and followed by a required rest period of at least 10 consecutive hours;
- flight time assigned during the duty period, added to any other commercial flying, does not exceed 8 hours for a one-pilot crew or 10 hours for a two-pilot crew; and
- the combined duty and rest periods equal 24 hours (a 14-hour duty period plus a 10-hour rest period).
Read carefully, (c) does not raise the 8/10-hour flight-time cap — condition two restates it. The practical effect, as the FAA has explained the provision in legal interpretations, is to change what the cap is measured against: for a crew on a genuinely regularly assigned duty schedule bounded by 10-hour rests, the 8 or 10 hours are measured within the duty period rather than within every rolling 24-consecutive-hour window. That distinction only exists for schedules that are actually regular — published, recurring, known in advance. Ad hoc on-demand scheduling cannot borrow the (c) measurement after the fact.
The records implication is direct: an operator relying on paragraph (c) must be able to produce the published duty roster showing the regular assignment, the 14-hour boundary, and the bounding rest periods. If the roster was reconstructed after the flying, the (c) construct was never available — a point FAA inspectors understand well, which is why roster timestamps matter as much as roster contents.
The Rest Rules: the 10-Hour Look-Back, What Counts as Rest, and the Quarterly 13
§135.267(d) states the core rest requirement in one sentence: each assignment under paragraph (b) must provide for at least 10 consecutive hours of rest during the 24-hour period that precedes the planned completion time of the assignment. The anchor is the planned completion time — you look back 24 hours from when the assignment is planned to end, and somewhere in that window there must be 10 consecutive hours of rest. Because the test is built on the planned completion time, it is a prospective, assignment-time computation: legality is determined when the trip is built, from information the operator records at that moment.
What the rule text says about rest
Under §135.263(b), no certificate holder may assign a flight crewmember to any duty with the certificate holder during a required rest period — not paperwork, not training, not office work.
And under §135.263(c), time spent in transportation, not local in character, that the certificate holder requires and provides to move a crewmember to an airport for duty — or home after being relieved — is not part of a rest period. A 3-hour required repositioning drive after the last leg comes out of the rest window, not out of the duty day.
What FAA interpretations add
Subpart F never defines rest for pilots. Long-standing FAA Chief Counsel legal interpretations fill the gap: a required rest period is a continuous period, determined prospectively (known in advance), during which the crewmember is free from all duty and from any present responsibility for work.
Under those interpretations, a pilot who must keep the phone on and be reachable for assignment during the period is generally not at rest — standby and reserve availability defeat the rest period even if no call ever comes. Operators should resolve their specific standby practices with their POI or counsel, but the documentation principle is universal: the roster must show rest periods that were protected, not merely quiet.
Then there is the quarterly floor. Under §135.267(f), the certificate holder must provide each flight crewmember at least 13 rest periods of at least 24 consecutive hours each, in each calendar quarter. This is roughly one full day off per week, expressed as a quarterly count — and it is the rest requirement most likely to be silently violated by a busy season, because no single trip assignment ever looks illegal. Only a quarter-level view of the roster reveals a pilot sitting at 11 qualifying rest periods with two weeks left in the quarter.
The (f) count is also the cleanest example of why duty/rest compliance is a documentation discipline: the operator needs a per-pilot, per-quarter calendar that marks each qualifying 24-consecutive-hour period — a record nothing in the cockpit produces automatically, and one that the broader Part 135 records system has to generate and retain deliberately. The same quarter-level discipline, incidentally, produces exactly the kind of operational data a Safety Management System expects an operator to surface as the May 28, 2027 SMS deadline approaches: fatigue-relevant scheduling patterns are a textbook SMS hazard-identification input.
When the Day Runs Long: §135.263(d) at Departure, §135.267(e) After Landing
Weather happens, and Subpart F anticipates it with two interlocking provisions — one that protects the operator at departure, and one that imposes a cost after landing.
The at-departure expectation test — §135.263(d)
A flight crewmember is not considered to be assigned flight time in excess of the limits if the flights to which the crewmember is assigned normally terminate within the limitations but, due to circumstances beyond the control of the certificate holder or crewmember (such as adverse weather conditions), are not at the time of departure expected to reach their destination within the planned flight time. The legality snapshot is taken at departure: if the day was legal as planned and still expected to be legal when the wheels started rolling, an en-route headwind that pushes actual flight time over 8 hours does not retroactively create a violation. What it does create is a documentation event — the operator should be able to show what the planned flight time was, what changed, and when it became known.
The graduated rest penalty — §135.267(e)
When a crewmember has actually exceeded the daily flight time limitations because of circumstances beyond the control of the certificate holder or crewmember (such as adverse weather conditions), §135.267(e) requires a rest period before the next flight assignment of at least:
- 11 consecutive hours — if the limit was exceeded by not more than 30 minutes;
- 12 consecutive hours — if exceeded by more than 30 minutes, but not more than 60 minutes;
- 16 consecutive hours — if exceeded by more than 60 minutes.
The graduated structure means the operator must know the overage to the minute — which only per-leg block time records can establish — and must be able to show the extended rest was actually provided before the next assignment. The defensible artifact is an exceedance memo filed the same day: planned versus actual flight time, the cause beyond control, the overage bracket, and the rest period assigned, cross-referenced to the roster that proves it happened.
One caution on scope: §135.263(d) protects against overruns that were unexpected at departure and caused by circumstances beyond anyone’s control. It is not a general tolerance. An assignment that was already projected over the limit when it was built is illegal at assignment time under §135.267(b) — and the dispatch and quote records that show what was projected are exactly what an inspector compares against the trip record. That assignment decision is an operational-control act, which is why the Director of Operations and chief pilot own this exposure personally, and why the General Operations Manual should spell out who computes duty/rest legality, when, and on what record.
The Proving Records: §135.63(a)(4)(vii) and the 12-Month Window
Everything above is the operational half. The compliance half lives in 14 CFR §135.63. Each certificate holder must keep, at its principal business office or at other places approved by the Administrator, and make available for inspection by the Administrator, an individual record for each pilot used in Part 135 operations. Item (vii) of the §135.63(a)(4) list is the duty/rest anchor: the pilot’s flight time in sufficient detail to determine compliance with the flight time limitations of this part.
The phrase in sufficient detail to determine compliance is a functional standard, not a format. A shoebox of trip sheets fails it not because the data is missing but because no one can compute a rolling 24-hour total, a two-consecutive-quarter total, or a quarterly rest-period count from it on demand. In practice, a records set sufficient for §135.267 means:
- Per-leg flight time entries (block out/in) tied to each pilot, each aircraft, and each trip — the atomic data for every limit computation
- Running cumulative totals: calendar quarter, two consecutive quarters, and calendar year, per pilot
- Duty and rest rosters showing assignment start, planned completion, and the 10-consecutive-hour rest block in the preceding 24 hours — captured at assignment time, not reconstructed
- Outside-flying declarations covering all other commercial flying, on a recurring cadence, signed by the pilot
- Exceedance memos for every §135.267(e) event: cause, overage to the minute, and the 11/12/16-hour rest assigned and taken
- A quarterly rest calendar demonstrating the 13 rest periods of at least 24 consecutive hours under §135.267(f)
- For operators using the §135.267(c) construct: the published, regularly assigned duty schedule with its bounding rest periods
Retention is explicit: under §135.63(b), each record required by paragraph (a)(4) must be kept for at least 12 months. That rolling 12-month window is what a Principal Operations Inspector samples during routine surveillance — typically by picking a busy stretch and asking the operator to walk a specific pilot’s specific day backward: show me this leg’s block times, the roster that assigned it, the rest block behind it, and the quarter totals it fed. Operators who can answer from one organized system in minutes set the tone for the entire visit.
Remember also that the flight-time record is only item (vii) of ten items in the individual pilot record — the same file that must hold certificates, medical class and effective date, competency and route check results, and training completions. The full file architecture is covered in the Part 135 pilot records guide, and the adjacent program records — drug and alcohol testing, PRD evaluations, and check airman authorizations — ride along in the same inspection.
FileFlo keeps every one of these record types classified, indexed by pilot, and producible on request — try it on your own duty and flight time documents.
How FileFlo Fits: the Proof Layer for Duty/Rest Documentation
Honest scoping first: FileFlo does not build crew schedules, compute duty or rest legality, or replace your scheduling and flight operations software. The assignment decision — whether this pilot can legally take this trip — belongs to your Director of Operations and the systems that run the operation. FileFlo is the compliance document intelligence layer underneath: it makes sure the records that prove those decisions were legal are classified, organized, retained, and producible the day the FAA asks.
Classifies duty/rest documents automatically
Upload duty rosters, trip records with block times, outside-flying declarations, and exceedance memos — FileFlo classifies each document type and files it against the right pilot and record category, so the §135.63(a)(4) individual record stays coherent instead of scattering across inboxes and shared drives.
One organized record per pilot — the whole (a)(4) file together
Flight time documentation lives alongside the same pilot’s certificates, medical, checkride records, and training completions. When an inspector asks to walk one pilot’s day backward, everything is in one indexed place — the leg record, the roster, the declarations, the quarter summaries.
Retention discipline across the 12-month window
Records under §135.63(a)(4) must be kept at least 12 months — and they are only useful if they are findable for all 12. FileFlo keeps the full rolling window organized and searchable, so the busy-season roster from nine months ago is as producible as last week’s.
Audit-ready production, not operational control
When a POI surveillance visit or records request lands, FileFlo assembles the duty/rest documentation for any pilot or date range into an inspection-ready package in minutes. The operation stays where it belongs — in your scheduling system and your GOM procedures. FileFlo just makes the proof instant.
Would your duty/rest records survive a one-pilot, one-day walk-back?
The free FAA Readiness Score evaluates your documentation posture against the key Part 135 record requirements — including the flight time and pilot file categories — in under 3 minutes. No signup required.
Run the FAA Readiness Score — FreePart 135 Compliance: Related Guides
What Records Must a Part 135 Operator Keep? The Full §135.63 Map
RecordkeepingPart 135 Pilot Records: the Per-Crewmember File, Item by Item
Pilot FilesHow to Prepare for a Part 135 FAA Surveillance Audit
Audit PrepPart 135 Training Program Recordkeeping Requirements
Training RecordsPart 135 Drug & Alcohol Program Records Checklist
D&A ProgramThe FAA Part 135 SMS 2027 Deadline: What to Build Now
SMSFrequently Asked Questions
What are the Part 135 flight time limits for unscheduled one- and two-pilot crews?
Under 14 CFR §135.267(a), a certificate holder may not assign — and a flight crewmember may not accept — flight time as a member of a one- or two-pilot crew if the crewmember's total flight time in all commercial flying would exceed 500 hours in any calendar quarter, 800 hours in any two consecutive calendar quarters, or 1,400 hours in any calendar year. On top of those cumulative caps, §135.267(b) limits flight time in any 24 consecutive hours to 8 hours for a one-pilot crew, or 10 hours for a crew of two pilots qualified under Part 135 for the operation being conducted. The limits count all commercial flying, not just flying for the certificate holder.
How much rest does §135.267 require before a Part 135 flight assignment?
Under 14 CFR §135.267(d), each assignment under the daily flight-time limits of paragraph (b) must provide for at least 10 consecutive hours of rest during the 24-hour period that precedes the planned completion time of the assignment. The test is anchored to the planned completion time: look back 24 hours from when the assignment is planned to end, and within that window the pilot must have had at least 10 consecutive hours of rest. Separately, §135.267(f) requires the certificate holder to provide each flight crewmember at least 13 rest periods of at least 24 consecutive hours each in each calendar quarter.
What happens if a Part 135 flight exceeds the daily flight time limit because of weather?
Two provisions work together. Under 14 CFR §135.263(d), a flight crewmember is not considered to be assigned flight time in excess of the limits if the flights normally terminate within the limits but, due to circumstances beyond the control of the certificate holder or crewmember (such as adverse weather conditions), are not expected at the time of departure to reach their destination within the planned flight time — the legality test is applied at departure, not in hindsight. Then §135.267(e) imposes graduated rest after an actual exceedance caused by circumstances beyond the operator's or crewmember's control: at least 11 consecutive hours of rest if the limit was exceeded by not more than 30 minutes, 12 consecutive hours if exceeded by more than 30 but not more than 60 minutes, and 16 consecutive hours if exceeded by more than 60 minutes — before the crewmember is assigned or accepts another flight assignment.
Does flying outside the certificate holder — flight instruction or another operator — count against Part 135 limits?
Yes. Both the cumulative caps in §135.267(a) and the daily limits in §135.267(b) are written against the crewmember's total flight time in all commercial flying — the daily limit applies to the assigned flight time when added to any other commercial flying by that crewmember. A pilot who instructs on the side or flies for a second operator consumes the same 500/800/1,400-hour and 8/10-hour budgets. Because §135.63(a)(4)(vii) makes the certificate holder responsible for keeping each pilot's flight time in sufficient detail to determine compliance, operators in practice require pilots to report outside commercial flying — commonly through recurring written declarations — so the company record actually captures the full picture.
What is the §135.267(c) 14-hour regularly assigned duty period alternative?
Paragraph (c) allows flight time to exceed the paragraph (b) limits — which are measured against any 24 consecutive hours — when the assigned flight time occurs during a regularly assigned duty period of no more than 14 hours, and three conditions are all met: the duty period is immediately preceded by and followed by a required rest period of at least 10 consecutive hours; the flight time assigned during the duty period, added to any other commercial flying, does not exceed 8 hours for a one-pilot crew or 10 hours for a two-pilot crew; and the combined duty and rest periods equal 24 hours. In practice, as the FAA has explained the provision in legal interpretations, the 8- or 10-hour flight-time cap is then measured against the regularly assigned duty period rather than against every rolling 24-hour window — but only for schedules that are genuinely regularly assigned, not ad hoc on-demand scheduling.
What counts as rest under Part 135 — can a pilot be on call during a rest period?
Subpart F does not define rest for pilots in the rule text, but two boundaries are explicit: under 14 CFR §135.263(b), no certificate holder may assign any flight crewmember to any duty with the certificate holder during a required rest period, and under §135.263(c), time spent in transportation that is not local in character, which the certificate holder requires and provides to move a crewmember to or from a duty airport, is not part of a rest period. Beyond the text, long-standing FAA Chief Counsel legal interpretations treat a required rest period as a continuous period, known in advance, during which the crewmember is free from all duty and from any present responsibility for work — a pilot who must monitor the phone or remain available for assignment during the period is generally not considered at rest under those interpretations.
What flight time and duty records must a Part 135 operator keep, and for how long?
Under 14 CFR §135.63(a)(4), each certificate holder must keep an individual record for each pilot used in Part 135 operations, and item (vii) of that list requires the pilot's flight time in sufficient detail to determine compliance with the flight time limitations of Part 135. The records must be kept at the certificate holder's principal business office or other places approved by the Administrator and must be made available for inspection by the Administrator. Under §135.63(b), each record required by paragraph (a)(4) must be kept for at least 12 months. In practice that means per-leg flight time entries, cumulative quarter and annual totals, duty and rest rosters, outside-flying reports, and any exceedance documentation all need to be organized, current, and producible on request.
Is FileFlo a flight scheduling or duty-time tracking system?
No. FileFlo is a compliance document intelligence platform — the proof layer, not the operations system. It does not build crew schedules, compute duty or rest legality, or replace flight operations and scheduling software. What it does is keep the documentary evidence of §135.267 compliance organized: it classifies uploaded duty rosters, flight time logs, outside-flying declarations, and exceedance memos against the correct pilot and record category, keeps them retrievable across the §135.63(b) retention window, and produces an inspection-ready package when an FAA inspector asks how a particular assignment was legal. The Director of Operations still owns the assignment decision; FileFlo keeps the records that prove it.
Stop reconstructing duty/rest proof after the FAA asks for it
FileFlo classifies duty rosters, trip records, outside-flying declarations, and exceedance memos against the right pilot file, keeps the full §135.63(b) 12-month window organized, and produces an inspection-ready package in minutes. Starter $89/month, Professional $299/month — 5-day free trial, no credit card required.
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Chad Griffith
Founder, FileFlo — compliance document intelligence
This article is a compliance-document perspective on 14 CFR Part 135, Subpart F — not legal advice, and not a substitute for your Director of Operations, POI, or aviation counsel. Regulatory text verified against the eCFR as of the review date above.