Airtenance reads what your pilots already write, checks it against your digital records, and takes over the adding up, the fluid tracking and the invoice matching somebody in the club does by hand today.
Nobody in the club has to add up paper pages and compare them with the digital flight log. Every photographed page is checked against its own totals, the page before it and the export. Where they disagree, the photograph sits beside the figure and a member decides.
Every fill and every level check, read from the Bordbuch and the pilots’ comments and backed by a photograph of the page. Consumption per aircraft, measured between real fills — and a warning when oil use climbs above the aircraft’s normal, before the next inspection finds it.
Pilots keep writing the paper book the way they always have. Flights come in as an import from club management systems such as Vereinsflieger; handwritten comments like „40 l getankt, Öl 0,5 l“ are understood as written, and the two records are matched leg by leg.
Invoices from away fields are read position by position and each fee matched to the leg that caused it. Anything ambiguous stays with the treasurer instead of landing on the wrong pilot’s bill.
Mail to the club’s address sorted into training requests, intro flights and membership enquiries, flight students kept on a waitlist, and invoices that arrive by mail filed and matched to their flights automatically.
Every litre-per-hour figure is the arithmetic mean over an interval bracketed by two measured fills. No modelling, no smoothing.
Counter hours since the last fill are carried forward at the trailing mean and drawn dashed, on a grey band. They never enter a rate.
Usual is the aircraft’s own median rate, never its mean: one small top-up soon after the last would drag a mean up far enough to hide the drift. The deviation chart draws that median as a rule and the club’s threshold as a band around it.
The Vereinsflieger export is machine-precise and only as good as what somebody typed in. The Bordbuch is the legal record, handwritten and corrected in place. Neither is authoritative, so both are stored as separate flights — merging them would destroy the only evidence that they disagree.
One photograph per open spread. The cells are found, read, and checked against the page’s own totals and against the page before it. Fuel and oil live in the free-text Kommentar, so that column is read too — by rule, not by a model, because a wrong litre figure corrupts every rate downstream.
Both Vereinsflieger layouts parse, so a club mid-migration can upload either. Counter readings are preferred over Flugzeit because they are what the aircraft recorded. Duplicates, tach gaps and rows already imported are flagged before anything is written, and a replaced counter shifts every later row onto one continuous scale.
One leg, as each record has it. Reconcile lists every difference like this and asks a member to rule on it; the rate maths keeps running off the export until they do.
The Bordbuch carries its totals forward by hand, so a page four minutes short hands those four minutes to every page after it. Once a member rules a page wrong on paper, Airtenance walks the book in order and prints what has to be written where. The one list whose action is a pen.
Wet rate and fuel surcharge, one effective-dated series each. A rise writes a new figure instead of editing the old one, so a flight from last April still reads at last April’s rate. Recorded and shown — nothing bills from them.
An away field’s monthly invoice is copied off the PDF’s text layer rather than guessed at, and each position matched to the leg that incurred it on date, field and registration. Where two legs still fit, the printed Landezeit breaks the tie. A near miss is left for a member, not attached to the wrong pilot.
A Rechnungskonto per away field: the grades it pumps and the price per litre the club is billed, so a fill can be costed before the paper invoice arrives. Airfield names come from a public dataset, sharded by ICAO letter — a German club loads two shards, not the world.
Mail to the info@ address is tagged as a training request, an intro flight, a membership enquiry or something else. Read-only end to end — nothing here can reply, forward or delete — and turning a tag into somebody the club owes an answer to stays a member’s decision.
Every colour resolves through a token, so a new design system is a file rather than a rewrite, and a test fails the build if one leaves a token unset. Both languages carry the same keys; nothing is half-translated.
Airtenance is club bookkeeping, not an airworthiness system. It reports what was recorded, and never decides whether an aircraft may fly.
