ALPA Mobile — Feature Showcase

Updated: 2026-10-28 01:36 ET · Audited: 2026-06-26

TL;DR: Catalog of every user-facing capability in the shipped ALPA Mobile app (iOS and Android; the shipped app is .NET MAUI — this branch, imp/blazor-hybrid, is rebuilding the same feature set as a .NET MAUI Blazor Hybrid app), organized into 20 numbered feature areas — from the customizable Home Screen and Jumpseat suite (Flight Finder, Information Center, PIC decision tool) through the FTDT calculator, KCM®, MEC/LEC resources, Document Center, notifications, and Entra ID security. Reference this to check what the app does today and in which section a capability lives; planned work is tracked separately in the Feature Roadmap.

The official Air Line Pilots Association mobile app — built for pilots, by pilots.
Available on iOS (App Store) and Android (Google Play)

1. Home & Navigation

2. Jumpseat Flight Finder

A powerful flight search engine purpose-built for pilots seeking jumpseat opportunities.

Search Capabilities

• Origin & Destination Selection — Search by airport code, city code, or airport name with smart auto-complete
• GPS Auto-Fill — App uses your current location to automatically select the nearest departure airport
• Flexible Scheduling — Search by "Depart After" or "Arrive By" with date and time pickers; a past date or time shows flights that have already departed, so a member can see how a day's flights are running
• Stop Filters — Choose nonstop, one-stop, or two-stop itineraries
• Advanced Options — Set minimum connection time, maximum total travel time, connect-via preferences, and cities to avoid
• Cargo & Regional Filters — Include or exclude cargo carriers and regional airlines
• Codeshare Visibility — Toggle codeshare flight display

Results & Details

• Comprehensive Results — View flights with carrier, schedule, aircraft type, and real-time status
• KCM Integration — Results indicate which departure airports participate in Known Crewmember
• Inline Jumpseat Policy — Tap any flight leg to view the operating carrier's jumpseat policy
• Sorting & Filtering — Sort results by arrival time, departure time, connection time, trip duration, or number of connections

Save & Track

• Save Flights — Bookmark flights to a Saved Flights list
• Flight Change Notifications — Opt in to push notifications for saved flights
• Frequent Searches — Pin commonly used routes as "Frequent Searches"; tapping a recent or saved search opens the search form filled in with it, date and time included, ready to change before searching
• Search History — Automatically maintained for quick re-runs

3. Jumpseat Information Center

4. Jumpseat Tool (PIC Decision Aid)

An interactive, step-by-step decision tool that guides the Pilot-in-Command through the jumpseat approval process.

• Card-Based Workflow — Walks the PIC through a series of questions: Is the jumpseater an employee? Is their identification valid? Is this a reciprocal carrier?
• Branching Logic — The flow adapts based on answers, covering cabin seats, flight deck jumpseats, European operations, and more
• Clear Outcomes — Each flow concludes with a definitive "Granted" or "Denied" result with reasoning
• Audit Trail — Maintains a response history throughout the decision process

5. Flight Time / Duty Time (FTDT) Calculator

A regulatory compliance tool supporting both U.S. (FAR Part 117) and Canadian regulations.

U.S. Operations (FAR 117)

• Unaugmented and Augmented Duty Periods (2-, 3-, and 4-pilot operations)
• Split Duty Periods and Reserve Operations
• Split-duty rest window — A new US split duty period's rest opportunity is 22:00 on the duty date to 05:00 the next day and moves when DATE, START TIME or TIME ZONE changes; a US split duty reported at or after 22:00 local has no default (ADD REST OPPORTUNITY, START and END empty) until START TIME moves back before 22:00; a Canadian split duty has no default and Add Rest Opportunity opens with START and END empty. A new rest opportunity is entered in the duty period's time zone. Edit Rest Opportunity opens on the saved window and updates Max Duty Period as the times change, before SAVE. The saved window is the one shown on the card and the edit page and the one used for the maximum and for duty hours. A new US split duty sends its window with its first save, as before, also when that save is retried after being made offline. After that, the app sends a window to the server only to replace the window the server already holds for the duty period; when the server still holds an older window, the app sends the saved one again at the next sync. A window the server has never stored stays on this device and is not sent to the server: every Canadian split-duty window, and a window added to a US split duty the server holds without one. That window is still shown and used for the maximum and duty hours on this device; the server can take it once it accepts a window for a duty period it already holds. REMOVE REST OPPORTUNITY, or turning Split Duty off, also removes the window on the server, so a later sync does not bring it back. A split duty synced without a rest window stays without one (ADD REST OPPORTUNITY) instead of gaining a window on the day it was loaded, and concluding it says to add one. The card and the Conclude page show the same duty time, rest excluded, labelled "Duty (rest excluded)" when the split duty has a rest window, in hours and minutes. Add and Edit Duty Period say the duty period can only conclude after the rest window ends only once the split duty has a rest window. Until then, on Add Duty Period a Canadian split duty shows only the hint to add a rest opportunity, with no Rest Window of "—"; on Edit Duty Period any split duty without a window keeps its Rest Window of "—" and ADD REST OPPORTUNITY, without the conclude note.
• Split-duty credit needs a qualifying rest window — Only a rest window inside the duty period earns the split: it starts after the report, ends by the release when the duty period is concluded (while it is open: Canada, ends by the Max Duty Period end without the split credit plus the break's own 700.50(1) credit; US, starts before the Table B end), meets the regulation's terms (§117.15: 22:00–05:00 local, at least 3 hours, ending within 14 hours of the report, and once the duty period is concluded, a flight segment completed before the rest and a release within 14 hours of the report; CARs 700.50: at least 60 minutes and under 10 hours, since a break of 10 hours or more is a 700.40 rest that ends the duty period), and has no flight segment, positioning or duty inside it. Without one, Max and Duty are those of a duty period without a split (Table B; CARs 700.28): the rest window is counted as duty, and the card and the Conclude page label it "Duty" and "Duration", not "Duty (rest excluded)". REMOVE REST OPPORTUNITY recalculates and saves the duty period this way, and a split duty synced without a window is calculated this way the next time it is calculated, instead of keeping the last credited Max. A stored US rest window outside 22:00–05:00 no longer earns the split. A US split duty whose FDP and rest pass 14 hours (§117.15(f)) earns no split: once concluded, by its release; while open, as soon as a leg ends more than 14 hours after the report, or a leg without a Block In blocks out after that. The Edit page and the card then show the same Table B limit and overage, before and after CONCLUDE; the Edit page used to keep the split limit until CONCLUDE (AB#3358, interim pending the SME).
• Legs stay inside their duty period — On a concluded duty period, a flight segment cannot end after the release, and the release cannot be moved before the last segment ends. A segment already stored outside its duty period (synced or older data) is marked on its card: only the part inside the duty period counts toward limits.
• Times in messages name their offset — A refusal or warning on the FTDT forms that gives a time (report, release, segment, RAP start or end, rest window), and, with the Rest Rules Engine on, its rule messages (the overlapping-duties line, §117.25(a) and the second extension), names its UTC offset, as “Oct 06 08:30 -02:30”, and reads the same in every device language. It keeps the zone it gave the time in before (the form's, or the record's), so a leg entered in −06:00 inside a −07:00 duty period reads its release as “Sep 20 14:45 -06:00”, the card's 13:45 −07:00, not as a different time. The Time Zone pickers label zero “+00:00” (it read “±00:00”).
• Date and time fields in any device language — The date and time fields of the FTDT forms (the report, release and Conclude END, a rest opportunity, a flight segment's Block Out and Block In, RAP START) show a time on its real date and keep it on save, whatever the device's language and region: under a language that writes times with a “.” (Finnish, Danish) Add Duty Period could open with an error under START TIME, and under a Thai, Hijri or Persian calendar in the year 2569, 1448 or 1405. A date in year 1 or 9999 is refused as not valid instead of breaking the page. The Canadian rest-rule messages give their times as “2026-01-16 04:00 -05:00” in every device language. Other text on these forms, such as the rest window hint and the Ends preview, still follows the device's language.
• Flight segment time zone — US and Canadian: a new flight segment opens in the duty period's time zone (a later segment in the previous segment's block-in zone), not the device's, with Block Out at report (or the previous block in) and Block In empty for the member to enter. Block Out and Block In are both entered in the one selected zone, and the form says so. When a segment would start before report in a zone other than the duty period's, the error gives the report time with its zone and asks the member to check the time zone. Editing a segment keeps its stored zone, and a time the member does not change keeps its stored value. A Block In equal to Block Out, on a flight, positioning or duty leg, is refused on save with "Block In must be after Block Out."; it used to save a 24-hour leg. A leg left open still takes an equal Block In as the next day, as 6.0.0 did.
• Forms save only what is on screen — CREATE DUTY PERIOD, SAVE DUTY PERIOD and CONFIRM CONCLUDE do nothing while a field shows an error: an empty date or time, a segment count that is not a whole number of 1 or more, a report after the first segment starts, or a release before the last segment ends. The Max Duty Period and Ends preview is blank until the field is corrected, so it never shows a value computed from an entry the field rejected. A release before the last segment ends shows "The release cannot be before the last segment ends (…)" on the Edit page and on Conclude alike, measured against the latest block-in whatever order the segments were added in. CONFIRM CONCLUDE with a field in error says "Correct the fields marked in red, then conclude.", and CREATE DUTY PERIOD or SAVE DUTY PERIOD says "Correct the fields marked in red, then save."
• Release date on Edit — Edit Duty Period on a concluded duty period has End Date beside End Time, laid out as on Conclude, so a release on a later day than the report can be entered and kept. Changing only the time keeps the release's date; a duty period over 24 hours is no longer cut to the report day. The release must be after the report ("End Date Time can not be before Start Date Time.") and not before the last segment ends. The other way round, a report moved to or after the release is refused under Start Time with "The report cannot be after the release (…)."; the report and its RAP start stay where they were. A reserve concluded by its RAP end alone has no release, so it shows no End fields.
• Open duty period progress — The bar on an open duty period's card moves while the card is on screen, redrawn every 30 seconds, and catches up as soon as the app comes back from the background. It used to stand still until something else redrew the card (AB#3386).
• Conclude's END — On a duty period with no concluded flight segment, CONCLUDE fills END DATE and END TIME with the calculated Max Duty Period end, not the time now (on a reserve with an assignment, the reserve duty period end when it comes first and is after the report), so a duty period entered days later no longer opens on a duration of hundreds of hours; it falls back to now only while no maximum is calculated. On a split duty END is never before the rest opportunity ends: when the maximum (or the last segment's end) comes first, END opens at the rest end, Conclude says it is past the calculated Max Duty Period end, and CONFIRM CONCLUDE accepts it untouched. Conclude checks END DATE and END TIME as they are entered, and again when the report's date or time, the time zone, or anything else that recalculates the duty period changes. An END that cannot conclude the duty period (before the report, or before the last segment ends) is outlined in red, its message shows directly under the END fields instead of under Duration, and a screen reader reads the field as invalid with that message. CONFIRM CONCLUDE with END in error says "Correct the fields marked in red, then conclude."; a corrected END drops both messages at once. Max Duty Period and Ends stay as calculated while END is in error: END is not part of that calculation.
• RAP start with its own date — On a US or Canadian reserve, RAP Start Date and RAP Start Time are entered on Add and Edit. The date starts as the duty date. On an assigned reserve it starts as the day before when the RAP time is later than the report time, so a reserve availability period that began the evening before a 03:00 report is right without changing the date. Turning Assigned on moves a RAP time entered without a picked date to that default. On an assigned reserve (a reserve that has a flight segment counts as assigned) a RAP start after the report is refused with "The RAP start cannot be after the report (…)." and the duty period cannot be created, saved or concluded until it is corrected (Max and Ends show "—" meanwhile); a record stored that way by an earlier version shows the message when it is opened on Edit, and SAVE DUTY PERIOD and CONFIRM CONCLUDE refuse until the RAP Start Date is corrected. On a reserve concluded through RAP END, the RAP start does not move when the report date moves, and a RAP start at or after that RAP end, entered or stored, is refused with "The RAP start must be before the RAP end (…)." The date and time in error are outlined in red. The RAP+FDP end (§117.21(c)(3)/(4)), the reserve duty period (CARs 700.70(7)), the RAP end offered on conclude and the Canadian one-third reserve credit toward hours of work are all measured from the dated RAP start.
• Reserve RAP and Assigned — On a US or Canadian assigned reserve, a RAP start more than 14 hours before the report shows a warning in red under RAP Start Date and RAP Start Time, "The RAP start is more than 14 hours before the report (…)." (§117.21(c)(1), CARs 700.70(5)). It is a warning: the duty period can still be created, saved and concluded, so a reserve that went over can be logged as it happened. A RAP start not entered on the page moves with the report date on Add or Edit by the same number of days; changing the report time or time zone does not move it, and a RAP already concluded through RAP END stays where it was. A RAP Start Time entered on the page takes its default date from the new report, and a RAP Start Date picked on the page stays as picked, read in the time zone selected. Turning Assigned on for a reserve concluded through its RAP end fills its release from that RAP end, shown in End Date and End Time and editable; a RAP end that cannot be the release (before the last segment ends, or not after the report) shows the error under End Time and is not saved until End Date and End Time are corrected; turning Assigned off again (allowed only without a flight segment) takes that release back out. Assigned cannot be turned off on a reserve that has a flight segment: the toggle stays on and shows "A reserve that has a flight segment must be Assigned." A Flight leg saved on an unassigned reserve is refused with the same message (positioning and duty legs are allowed). A reserve already stored unassigned with a flight segment counts its flight duty toward the 60-in-168 and 190-in-672 hour limits (§117.23(c); the FDP flown from reserve counts, SME item S-2), from its report to its last flight's Block In, and toward Canadian hours of work up to its release or, when it was concluded through its RAP end, up to that RAP end; it used to drop out of them. Such a reserve also shows the RAP start warning, and its card bar measures it as an assigned reserve.
• Edit refuses SAVE and CONFIRM CONCLUDE while a field shows an error — SAVE DUTY PERIOD on Edit Duty Period does nothing while a field shows an error (a report after the first segment starts, a release not after the report or before the last segment ends, a segment count that is not a whole number of 1 or more): the page stays open and says "Correct the fields marked in red, then save." until every field is valid again, instead of returning to the dashboard with the stored values. CONFIRM CONCLUDE is refused the same way and says "Correct the fields marked in red, then conclude."
• Reserve limits show the one that binds — For a reserve, the Add and Edit forms, the duty period card and the Conclude warning all use the limit that ends first and name it: Max Duty Period (US Table B/C from report; CARs 700.28/700.60), Max Reserve Duty Period (US RAP plus FDP, §117.21(c)(3)/(4), from the RAP start; CARs 700.70(7)/(8)/(9) reserve duty period, the shorter governing per 700.70(10)) or, with no assignment, Max Reserve Availability Period (§117.21(c)(1), CARs 700.70(5), 14 hours). A US assigned reserve whose Table B end comes first now shows that end on its card. Concluding past the binding end shows "This end is past the calculated <limit> end (…)", also for a reserve concluded past its 14-hour RAP.
• Limits that cannot be calculated are not saved — When the calculator cannot work out a duty period's limits from its times (for example a record stored with its release before its report), Add and Edit Duty Period show Max Duty Period and Ends as "—" with "The limits could not be calculated from these times. Check the dates and times.", and CREATE DUTY PERIOD, SAVE DUTY PERIOD and CONFIRM CONCLUDE refuse with the same message until the times are corrected. While the message shows, the violation list and the Canadian calculation exceptions of the earlier times are not shown either. Edit Rest Opportunity calculates the stored window when it opens, so on such a record its Max Duty Period shows "—", not the stored limit. Saving, editing or deleting a flight segment and saving or removing a rest opportunity are refused the same way, and the duty period stays as it was. These pages used to save the limits of the duty period's earlier times. DELETE on Edit Duty Period still works. A split duty with no rest window is not refused for the missing window: turning Split Duty on before a window is entered, and REMOVE REST OPPORTUNITY, save as before. It is still refused when its release is not after its report.
• Canadian exceeded FDP needs its reason before SAVE or CONFIRM CONCLUDE — When Edit Duty Period shows Exceeded FDP — Reason Required on a Canadian duty period (the last segment ends past the calculated maximum), SAVE DUTY PERIOD does nothing until Duty, Positioning or UOC is chosen: the page stays open and says "The FDP limit has been exceeded. Please select a reason.", as CONCLUDE already did. The message goes as soon as a reason is chosen, or a change (a later start time, a restored exemption) puts the duty period back within its maximum, whether SAVE, CONCLUDE or CONFIRM CONCLUDE showed it. CONFIRM CONCLUDE refuses the same way when a change made while concluding (an earlier start time, a removed exemption) puts the duty period past its maximum; the duty period stays open in conclude mode with the reason buttons shown. The message shows once, not once per button. The US reason (unforeseen operational circumstances) stays optional.
• Canadian exceeded FDP marked on every save — A Canadian duty period whose last segment ends past the calculated maximum (the reserve duty period end for a reserve with an assignment) is marked exceeded (red card) as soon as it is saved from any page, including ADD FLIGHT SEGMENT and a segment edit or delete, not only from SAVE DUTY PERIOD on Edit Duty Period; the exceeded flag syncs with the record. A change that puts the duty period back within its maximum clears the flag and the recorded reason. A save made before any limit is calculated keeps the flag the record already had.
• Short-call reserve in the US duty limits — A reserve availability period counts 0% toward 60 hours in 168 and 190 hours in 672; only the flight duty period flown from it counts (78 FR 14175). Canadian reserve still counts one third toward hours of work.
• Exceeded FDP — When the last flight blocks in past the calculated maximum flight duty period, the duty period is marked exceeded (red card) and the member can record unforeseen operational circumstances (§117.19). With the Rest Rules Engine on, the overage is listed as a §117.13 / §117.17 violation; an extension of up to 2:00 with that reason is not. A second extension of more than 30 minutes before 30 hours free from all duty is listed under §117.19(a)(2)/(b)(2). A split duty's maximum end includes its rest opportunity, up to 14 hours combined. On the Duty Periods list and the dashboard's Rest and Duty Rules cards, a US card's red outline follows the calculation made when the page opens (a recorded UOC, or the last Block In past the maximum), even on a record pulled from the FTDT service or saved before a calculator change; when that calculation fails, the stored exceeded flag decides, and that flag changes only when the duty period is saved.
• Acclimated from your flights — On a US duty period, the add form sets the Acclimated toggle from the member's recorded legs (§117.3: a segment ending more than 60° of longitude from where the duty series began is a new theater; acclimated there after 72 hours or 36 hours free from duty) and says why under the toggle. The toggle stays the member's answer: once tapped it is not changed again, and the edit page only notes when the recorded legs disagree. With no airport list, or a leg whose airport is unknown, nothing is derived.
• Deadhead logged in parts — With the Rest Rules Engine on, deadhead legs less than 10 hours apart with no flight between them are one deadhead for §117.25(g), as the FAA measures it (78 FR 14178): ground duty, another duty period or a reserve availability period in between is part of it, within one duty period or across several. Joined parts are measured from the first part's report to the last deadhead leg. The compensatory rest is due before the next flight; a duty period with no flight that carries the deadhead on is not flagged for a short rest before it.
• Ground duty and rest — A US duty period holding only ground duty (training, administrative work) is not flagged for a short rest before it: §117.25(e) requires the 10 hours before a reserve or flight duty period. It still ends the rest, so the next flight's rest is measured from its release.
• Rest before a reserve — With the Rest Rules Engine on, the 10-hour rest before a short-call reserve (§117.25(e), §117.21(c)(2)) and the 30 hours free in the past 168 (§117.25(b)) are measured to the start of the reserve availability period, not the report time, and an earlier reserve availability period counts as duty.
• FAR 117 Reference Guide (PDF) accessible in-app

Canadian Operations

• Weekly hours of work — 60 hours in 7 days is always shown. The 70-hour limit appears only while every CARs 700.29(1)(d) condition holds: no early, late or night duty (for this limit a reserve's duty counts from its availability start, so a reserve available from 05:00 is early duty) and no flight duty period over 12 hours in the week, a duty not concluded counted as far as the bars count it, at most 24 hours of work in any 48, and 120 hours free with 5 local nights' rest in the last 21 days. A duty period in the last 23 days whose end is unknown (synced without one, ended at or before it began, or cut to its start by the member’s next duty period) keeps the limit at 60 hours, since neither its hours nor the free time around it can be shown (José, 2026-10-27).
• Split-duty credit — The CARs 700.50(1) credit takes 45 minutes off the break once (700.50(2)), then counts each remaining minute at 100% between 00:00 and 05:59 and at 50% between 06:00 and 23:59, so a break crossing 06:00 or midnight is credited in both bands: 04:30–07:30 earns 1:30, 23:00–01:00 earns 0:45. Where a break crosses a band, the 45 minutes come off the 100% part first: the lowest credit any reading of 700.50(2) gives; an interim ruling (José, 2026-10-06) pending the SME. The rest window, Unforeseen Operational Circumstance and Captain Acceptance are kept when the duty period is saved and synced, so the 700.50(1)(c) credit stays applied. Edit Rest Opportunity does not save a break that starts at the report time. Remove takes off a provision the app applied automatically, such as the 700.50(1)(a) credit, with the Rest Rules Engine on or off, and it stays off through save, sync and later recalculations until the member taps Apply. The removed provision is offered under Available Provisions only while it applies: a break cut below 60 minutes takes the credit off the list, and restoring the break offers it again, still off.
• Maximum reserve duty period — The maximum Canadian reserve duty period follows the hour the reserve availability period starts (CARs 700.70(7), 700.01), not the report hour: a reserve availability period starting at 00:00 with a 03:00 report allows 14 hours, and one starting at 08:00 with a 20:00 report allows 18 hours. A reserve with no RAP start (a record synced without one) takes the band of its report hour, and so does an augmented crew's 700.70(8)(b)/(c) band; its reserve duty period and reserve availability period ends are counted from the report too (report 07:00: reserve duty period ends 20:00, reserve availability period 21:00), where they used to land on the placeholder date (year 1 or 1753). The 700.70(9) extension for a reserve availability period starting between 02:00 and 05:59 never extends an augmented crew's 700.70(8) maximum, is void when the report is before 06:00 (the member was contacted inside 02:00–05:59; AC 700-047 §4.86(1)), and the extended reserve duty period still ends no later than the flight duty period (700.70(10), 700.01): a 02:00 reserve availability period with a 07:00 report and one short flight ends at 20:00, not 22:00. The 700.70(9) switch is listed whenever the reserve availability period starts between 02:00 and 05:59, so a member who turns it off keeps that choice when a rest facility or crew change starts or stops a 700.70(8) maximum.
• Unaugmented & Augmented duty period calculations
• Reserve Operations with RAP start tracking
• Flight Duration Averages (<30 min, >30 min, >50 min categories)

Shared Capabilities

• Cumulative Limitation Tracking — Real-time rolling calculations: while the dashboard is open the bars are measured again every minute on the minute mark, as in the legacy app, and at once when the app comes back to the foreground, so an open duty period keeps adding time and the windows slide (AB#3399); they used to be measured only when the dashboard opened. A duty period not concluded counts up to now or up to its calculated max end, whichever is earlier (its last Block In when that is later), and no further than the start of the member’s next duty period that starts after it, so it is not counted again over that later record’s time (an open record reported inside an earlier concluded duty period still counts the shared time twice). Its time already flown, up to the latest Block In of its legs inside the duty that started before now (never past now), always counts, even when another record starts inside it: a record entered inside that flown time is then counted as well, so the bar errs high, never low; a flight segment with no Block In counts the same way. Remaining time stops at 0:00 over a limit; the used figure and the percentage still show the overage. The US 60-in-168 and 190-in-672 hour bars (§117.23(c)), titled Flight Duty Period Hours (formerly Duty Period Hours, AB#3400), count flight duty period hours: a concluded duty period counts from its report to its last flight's Block In, not to its release, so six 10-hour days whose last flight blocks in a minute early read 59:59, not 60:00 (AB#3386). Interim, pending the SME: a duty period with only deadhead or positioning legs counts nothing, and neither does a deadhead after the last flight; one with a Duty leg and no flight, or with no legs logged, counts to its release; a Duty leg after the last flight is not counted (an open SME question). The §117.19(a)(3) check measures the same hours. Canadian hours of work still count to the release. A record counts in a window when it ended after the window starts, so a reserve concluded through RAP END and synced without a release (year 1) now counts: on the US bars its flight duty period hours, to the last Block In; on Canadian hours of work to its RAP end. A Canadian reserve whose RAP ended before the window now counts the duty inside it. Both used to drop out (AB#3392). A reserve not called out ends at its RAP end whatever End it also carries, for the bars and the rest rules alike; a written End stands in only when the RAP end is missing (José 2026-10-15).
• Time Zones — The Time Zone pickers offer every offset a zone uses today, standard and daylight, including Newfoundland Daylight Time (−02:30) and Chatham Daylight Time (+13:45). A new duty period opens on the device's offset and a duty period being edited keeps the offset it was saved with. A new flight segment takes the previous segment's Block In offset, or the duty period's for the first segment; a new rest opportunity takes the duty period's; an offset the list lacks is kept and offered as it is, never replaced by −12:00. Duty periods an earlier version saved at −12:00 because of this are not changed: they cannot be told apart from real −12:00 records.
• Rest Rules Engine — Checks duty periods against the rest rules (§117.25 / §700.40–700.43) and lists any violations above the cumulative bars. Off by default; a member turns it on in Settings → FTDT Rest Rules Engine. Controlled remotely by the FTDTRestRulesEngine app setting: when that setting is off or missing, the engine is off for everyone and the Settings row is hidden; it is configured only on gatewayapi (production), so a build pointed at QA (Development environment) never gets the engine.
• Canadian rest after a duty period with no legs — With the Rest Rules Engine on, the rest after a Canadian ground duty or reserve with no flight or positioning legs is held to the 12 h home-base minimum of CARs 700.40(1)(a) when a home base is set, and the §700.40 warning then ends "(home base assumed: no legs)"; with no home base set the 10 h floor applies as before. A reserve not called out and concluded through RAP END is checked the same way, the rest running from its RAP end (before 2026-10-14 the rest after it was not checked; AB#3392). A reserve not called out has no flight duty period, so a maximum kept from when it was assigned no longer raises the rest after it under §700.40(2).
• Rest windows on your clock — The Canadian rest messages (§700.41, §700.43, §700.60(7), §700.63(3)) print the rest window with each end on the clock it was entered in, for example "rest 2026-10-02 02:30 -04:00 to 2026-10-02 05:00 -04:00"; §700.41 printed UTC before (AB#3359). When only positioning entered on the previous duty runs past the next report, the §700.43 message says "no rest" instead of a window (AB#3404).
• Overlapping duties — With the Rest Rules Engine on, when a duty period reports before the previous one ends, the rest rules that read no rest because of it (US §117.25(e), (g) and (a); Canadian §700.40 to §700.43, §700.60(7), §700.63(3)) say so plainly instead of reporting a short rest: "This duty reports Oct 14 06:00 -05:00, before your previous duty ends at Oct 14 08:30 -05:00. Fix the time that is wrong on either duty.", each time on its duty's own clock with its UTC offset. The Rest and Duty Rules card lists those rules on one line, cited as all of them with " · overlapping duties", and above the later duty shows the earlier one as a small card labelled "Overlaps with previous duty", its release and the later duty's report marked, with EDIT PREVIOUS DUTY to open its Edit Duty Period page. Which rules are broken does not change; nothing stops an overlapping save (AB#3417).
• Canadian rest after positioning (CARs 700.43) — With the Rest Rules Engine on, when positioning right after a Canadian FDP takes the FDP plus the positioning over the §700.28 maximum, the rest before the next FDP must equal the hours of work (report to the end of the positioning, less a qualifying split-duty break), plus the excess when the maximum is exceeded by more than 3 h (the excess measured on the FDP plus the positioning, the break inside it; with a split break the warning shows both figures, for example "hours of work 16:00, FDP + positioning 19:00, 04:15 over the 14:45 maximum"), and never less than the §700.40 rest; the warning reads, for example, "Insufficient rest after positioning: 13:00 provided, 15:00 required (hours of work 15:00, FDP + positioning 02:30 over the 12:30 maximum)". An augmented crew is measured against the §700.28 maximum. The positioning is the "Immediate Positioning After FDP" minutes entered on the FDP, or a positioning-only duty period logged right after it: the Canadian Add Flight Segment form now offers POSITIONING beside FLIGHT (airports and flight number, no equipment). A positioning duty period that reports before the §700.40 rest after the FDP would have elapsed gets no §700.40 warning for that gap; its rest is checked after it. Positioning that reports later counts as its own FDP for the rest after it (§700.43(4)). Interim readings (José, 2026-10-13) pending the Canadian SME; §700.43(3)(b) is checked: when the FDP (report to the last flight's Block In) plus the positioning travel is more than 7 hours over the crew's own maximum (§700.28, or §700.60 for an augmented crew), a "§700.43(3)(b) Positioning past the limit" line appears on the FDP's own record for the positioning on it, and on a positioning duty period logged separately for the whole travel, so both can show it. The travel is the positioning logged as legs, or the "Immediate Positioning After FDP" minutes entered on the FDP when they are longer: those minutes describe the whole positioning after the FDP, however it was logged, and are never added to it; on a positioning duty period logged separately, minutes entered on it likewise stand in for its own legs (decided 2026-10-26, pending the Canadian SME). The line names the FDP, the travel, the excess and the maximum, and appears whatever rest follows and without waiting for the next duty period (AB#3384; José 2026-10-22, pending the Canadian SME); §700.43(3)(a), the member's agreement beyond 3 h, is not checked because the app cannot see it.
• Canadian rest after an extended FDP (CARs 700.60(7) and 700.63(3)) — With the Rest Rules Engine on, after an augmented crew's FDP that ran past its §700.28 maximum (through the §700.60(1) table or a pilot-in-command extension) the rest before the next FDP must be the longer of the duty period just completed and 14 h, or 16 h when the duty ended at home base; and after an FDP the member marks exceeded for an unforeseen operational circumstance, the rest otherwise required grows by the time the FDP ran past its maximum. One warning names the rule that asks for the most, for example "Insufficient rest after an extended flight duty period: 12:00 provided, 15:00 required (the duty period just completed 15:00; 14:00 in suitable accommodation away from home base)" or "Insufficient rest after a flight duty period extended for an unforeseen operational circumstance: 10:30 provided, 10:45 required (700.40(1)(b) 10:00 extended by the 00:45 extension of the flight duty period)", each ending with its interim-reading note. No new inputs: the maximum, the exceeded reason, the crew and where the duty ended are already on the record. Interim readings (José, 2026-10-13) pending the Canadian SME; §700.63(3) is not checked on a split duty.
• Canadian home-base rest options (CARs 700.40(1)(a)) — With the Rest Rules Engine on, a Canadian duty period's form has two new inputs beside Immediate Positioning After FDP: Travel time to and from the rest location (whole minutes, 1 to 720; no travel is a blank field) and Operator provided suitable accommodation. Recorded on the duty period the rest follows, when it ended at home base: the rest is then the shorter of 12 h and 11 h plus the travel time (12 h always satisfies (a)(i); the warning says when the 12 h option governs), or 10 h in that accommodation, instead of the 12 h always required before; with both recorded, 10 h (interim). The §700.40 warning names the option, for example "Insufficient rest: 11:00 provided, 11:00 + 00:45 travel required (home base)" or "09:59 provided, 10:00 required (home base, accommodation provided)"; the rest after positioning (§700.43(2)) and after an extended FDP (§700.63(3)) follow the same figure. When positioning is logged as its own duty period, the options on the positioning record are read, or those on the FDP's record when the positioning record has none; the two records' options are never mixed, and a toggle switched on and back off counts as none. The two values stay on this device until the FTDT service carries them (ALPA Services AB#3355); they do not sync between devices yet. Interim reading (José, 2026-10-13) pending the Canadian SME.
• Duty Period History — View, edit, and manage all recorded duty periods
• Duty period order — The Duty Periods tab lists periods still open (or holding a flight segment with no block in) first, oldest first, then concluded periods by duty date, newest first. Archived Logs and the Rest and Duty Rules card list newest duty first. Periods with the same start show the later-created one first (the earlier-created one first among open periods).
• Deleted flights leave the card — A flight segment deleted from Edit Flight Segment leaves the card's Flight Segments list, so the list always adds up to Total Flight Time, and Conclude does not prefill a deleted flight's block in. Each flight keeps the same identity through saves, sync and a newer copy from the server, so a flight opened from the card is the flight saved.
• Back after a form — Saving, deleting, concluding or cancelling an FTDT form returns to the screen it was opened from, on the dashboard tab you left. Back from the dashboard then leaves FTDT: a finished form, or a form for a record you deleted, never opens again on Back. Choosing the operation and creating the duty period count as one step, so Back on the Add form and SAVE on the new record both return to the dashboard. A quick second tap on CANCEL or SAVE does not go back twice.
• Unreadable Records Notice — If the app cannot read a stored duty period (an unknown record type, a record that lost its start time, or a value this version does not know, such as one a newer test build stored), the FTDT dashboard says how many records could not be read, on all three tabs, that your totals may be lower than your records, and to check your totals against your own records before relying on them and contact FTDTAPP@alpa.org. The record stays on the device, untouched, and is not shown or counted; it is never loaded with a start time you did not enter. A record that was saved twice is shown and counted once, and your latest action on it decides whether it is live: a delete you made last stays deleted, and a copy deleted earlier never hides a copy you changed later. Among copies that are all live or all deleted, a recorded UOC is never hidden by a newer copy without one. In Export FTDT Data, the copies left out are marked superseded and name the copy shown.
• Open records at the top — A duty period not concluded, or concluded with a flight segment a member left open and never concluded, is pinned to the top of the list and called out for the member to complete, and the open segment stops CONCLUDE. A positioning or duty leg a member left open also stops CONCLUDE, with "It has a leg that has not concluded.", without pinning or calling out the record. A record whose flight, positioning or duty leg the server holds without a Block In sorts as concluded and is not called out, and concludes without that leg standing in the way; the leg's row reads "Open" until a Block In is entered.
• Soft Delete & Restore — Accidentally deleted a duty period? Restore it from Archived Logs. Deleting a duty period on the Duty Periods tab or restoring one recalculates the Cumulative Limitations tab straight away, without leaving the dashboard.
• Cloud Sync — Duty period data syncs across sessions. Sync is backed by a formally abstracted service layer (IFTDTSyncService), improving reliability and enabling independent testing of sync logic.
• Damaged FTDT data file — When the FTDT data file on the device cannot be opened (cut short or damaged), the rest of the app keeps working, Settings included, and every FTDT page shows "FTDT data could not be opened" with Try again and Reset FTDT data. A screen reader announces the message and focus moves to it, again after a Try again that fails. Try again opens the same file again; it deletes nothing, and moves a file only to put back a -log file a failed reset set aside. Reset FTDT data asks first, then keeps the damaged file on the device as a backup (it is never deleted) and starts FTDT empty. When FTDT opens again, after Reset or a Try again that works, and a member is signed in, a sync starts at once that downloads all their synced records and stores them, so records the damaged file lost come back. When it is the app's launch that opens the file after a launch that could not, the records come back with the sync that runs once the app has signed the member back in, which needs a connection, or otherwise at the next sync. Records saved only on this device and not yet synced cannot be restored. If the reset can neither move the damaged file nor put its -log file back, the app says "FTDT data could not be reset. Tap Try again, or close and reopen the app. If this keeps happening, contact ALPA support." and offers Try again but not Reset; Try again, or the next launch, puts the -log file back and opens FTDT data again. While the file cannot be opened, FTDT saves nothing and does not sync, a Diagnostic Mode Test Scenario fails instead of seeding, and a Test Scenarios session cannot end, so its Regulations scope and Rest Rules Engine choice stay, even across another member's sign-in, until the first sign-in after FTDT opens. On a shared device, that sign-in also returns the signed-in member's own Regulations scope and Rest Rules Engine choice to the default. Before, a damaged file broke the app shell and Settings (work item 3348).
• Export FTDT Data (Diagnostic Mode) — With Diagnostic Mode on and a member signed in, Settings → Diagnostics → Export FTDT Data asks first, then opens the share sheet with one zip, alpa-ftdt-<date-time>.zip, holding every FTDT record on the device as stored, as JSON, and any damaged FTDT file a reset kept on the device, copied as it is. When FTDT data cannot be opened at all, the zip holds a copy of the FTDT file as it is instead of the JSON, with a small file naming the build, the device and the sync state. ALPA IDs, notes, flights and times are included, and so are the records of anyone else who signed in on the device, marked as another member's. Nothing is redacted, so anyone the file is shared with can read all of it. Each record says whether FTDT shows it, has deleted it or cannot read it, and the file names the build, the device and the engine settings. A new export deletes the previous one first. The row is greyed out while no one is signed in (work item 3282).
• Feedback Channel — Direct email link to the FTDT development team at FTDTApp@alpa.org

6. Known Crewmember (KCM®)

7. My Pilot Group (MEC & LEC)

MEC Resources

• MEC Events — Upcoming and past MEC events with full details; unread event indicators
• MEC Documents — All MEC-scoped documents organized by category, with unread badges
• MEC Representatives — Directory of your MEC elected representatives
• MEC Hotels — Directory of crew hotels grouped by airport. A search field pinned above the list filters as you type and matches an airport's code, an airport's name, or a hotel's name: an airport match keeps that whole airport, a hotel-name match keeps just those hotels under their airports, an exact match (typing "ORD") moves that airport to the top, and a clear (X) button restores the full list and its original order. Each hotel opens a detail page with its address (tap for a map by coordinates, falling back to an address search), phone, email, website, shuttle service and amenities. Hotels can be favorited and appear in Favorites regardless of any directory search. Placeholder rows that aren't a bookable hotel (lounge notes, "no ALPA approved hotel", "14 hour exception city") show a status pill and no favorite heart; the MEC-wide notices bucket ("General Notices") stays favoritable. The search text resets when you sign out. Available to the MECs the server returns hotel data for.
• MEC Hotel Feedback — One-tap email to provide hotel feedback
• MEC Links — Custom links provided by your MEC leadership
• French MEC first-open prompt — For MECs that provide a French home page, first open shows “View in French” with “Enable French” or “Close”; members can change this later in Settings, and the prompt is shown once per signed-in member (AB#2869).

LEC Resources

• LEC Events, Documents, and Representatives — same rich detail as MEC

8. Document Center

• Scoped Content — Documents organized by scope: ALPA International, MEC, LEC, and KCM
• Category Organization — Logical category grouping (Communications, Agreements, Bulletins, etc.)
• Unread Tracking — New documents flagged with badge counts that bubble up to the navigation menu
• Document Viewer — PDFs and other types open directly in-app (PDF.js on Android, native WebView on iOS)
• Offline Access — Downloaded documents cached locally for offline availability

9. Advocacy & ALPA-PAC

10. Member Resources

• Dynamic resource links loaded from the server and updated at any time
• Server-driven menu items managed centrally
• Alphabetical organization for quick browsing

11. Contacts Directory

• LEC Representatives — browse your Local Executive Council representative directory
• MEC Representatives — browse your Master Executive Council representative directory
• MEC Committees — view committee membership and details; every roster lists officers first (Chair titles, any subject chair such as Safety Chair included, then Vice Chair, Secretary, Treasurer and Executive Administrator), then Captain Representatives, then First Officer Representatives, then everyone else, whether a title is written "Vice-Chair" or "Vice Chair", "Secretary/Treasurer" or "Secretary-Treasurer"; within the same rank, a person's sortorder from the roster data comes first, then last name, then first name (AB#2840)
• Multi-committee rosters — an LEC's roster page shows each committee under its own heading, in the order the page lists them, each ranked the same way; the LEC roster page ranks its reps and committees the same way too (AB#2840)
• One card per person on a roster — someone a committee lists twice is one card at their highest title, listing each title they hold there (AB#2840)
• MEC officers and LEC reps — a page section can list your MEC's officers straight from the officer data, and an LEC reps section lists only your own council's reps; a rep's card shows their office and seat on one line ("Chair | Captain Rep", read aloud as "Chair, Captain Rep"), ordered by office alone; an MEC officer's seat comes from the same person's record in your council's rep list (always there in a single-council MEC; an officer from another council shows the office alone), and the older MEC reps screen shows it under the officer's office (AB#2840)
• Company Contacts — access company-specific contact lists (eligible members only)

12. International Directory

• Continent-based organization with search by country name or continent
• For each country: Investigative/Regulatory Agency contacts, IFALPA Member Association information, diplomatic information

13. Safety & Emergency: In Case of Accident

• Step-by-step guidance on what to do immediately following an accident or serious incident
• Numbers to Call — quick-dial access to the ALPA hotline
• Dynamic content ensures procedures reflect the latest guidance

14. Orange Card — Accident/Incident Hotline

• Swipeable Card UI — front and back of the Orange Card in a carousel
• One-tap call to the ALPA Worldwide Accident/Incident Hotline: (202) 797-4180
• Backup number: (703) 892-4180

15. Digital Membership Card

• Front: name, classification, airline, and 7-digit member number
• Back: rights of representation statement
• Quick Actions: one-tap to call ALPA at (888) 359-2572 or email Membership

16. User Profile

• View name, ALPA member number, MEC, LEC, email, and classification
• The LEC link always shows the member's council number; it opens their LEC page, or the MEC page for a single-council airline, which has no LEC page (AB#3015)
• Quick access to Contacts, Settings, and the Accident/Incident Hotline
• Log In / Log Out — securely manage your authentication session

17. Notification Center & Push Notifications

• Centralized Inbox — All push notifications collected in one scrollable list with unread indicators
• Rich Content Types — Notifications can link to documents, deep links, web pages, or flight change alerts
• Audience-Based Subscriptions — Opt in or out of notification topics relevant to you
• Flight Change Alerts — Real-time push notifications when a saved flight's schedule changes

18. Settings & Personalization

19. Security & Authentication

• Microsoft Entra ID (Azure AD) Integration — Single sign-on using ALPA organizational credentials via MSAL
• Auto-Login — Securely stored credentials enable automatic re-authentication
• Non-Member Registration — The non-member login screen's footer (“Don't have an account? Register”) opens the non-ALPA pilot sign-up, where a pilot with a company key creates a Flight Finder account. The member login screen carries no registration link.
• Token Management — Automatic token refresh keeps your session active without interruption
• Role-Based Content — Menu items, documents, and features dynamically enabled/disabled based on membership status, MEC, and role
• Signed-Out Landing Page (Home) — The app launches into /home whether signed in or out. Without a session, Home shows an “ALPA Member Login” hero, shortcut rows to the Jumpseat listing, KCM/CMAP, and login help, and a full-width LOGIN button — the way back in, on the page itself rather than a separate nav slot.
• Signed-Out Browsing — Without a session the app is still usable for the reference content that needs none: Home, the generic Jumpseat airline-policy listing (a policy's MEC-specific section is withheld, with a line saying so), and the KCM airports list. Navigation reduces to three items in both the tab bar and the drawer — Home, Jumpseat, KCM. Tapping Jumpseat while signed out goes straight to the Airline Policies listing, not the Flight Finder search form — Flight Finder requires a member login, so a signed-out link to the search form redirects to Airline Policies too. The Jumpseat sub-nav still shows every other tab (Airline Policies, Etiquette, Mission) signed out, and updates in place when the member signs in or out.

20. Platform & Technical Highlights

ALPA Mobile — Your union in your pocket.