Commercial air transport has seen a significant decline in accident rates over the past 25 years. Despite steadily growing passenger numbers, cargo tonnage, and miles flown, the absolute number of air accidents in commercial jet operations continues to decrease. At the time of writing, the total number of jet passenger fatalities since 2009 in the United States is fewer than 10. Over the same period, fatal accident rates in business and general aviation (BGA) have remained relatively constant. While the total miles flown is more difficult to ascertain due to less stringent requirements on flight planning and reporting, the absolute number of accidents saw little to no decline over the same period compared to commercial air transport. Part of the reason for this discrepancy is the fact that commercial air transport operations are heavily monitored, audited, and in general held to a much higher safety standard than private or business charter operations. Private individuals owning and operating aircraft will also find it harder, if not impossible, to become part of an organisational safety culture. Consequently, the majority of BGA accidents relate to pilot error and maintenance shortcomings. Pilot error related accidents can further be attributed to either one or several of the following root causes: poor decision making, poor airmanship, insufficient proficiency (including lack of qualification), physical impairment, and task saturation in single pilot operations. Moreover, less stringent maintenance regimes in BGA lead to a higher rate of mechanical issues occurring in flight. A further increase in regulatory oversight is not desirable, as BGA is often seen as an overregulated industry as it is. Furthermore, safety management programmes and technical support functions require the organisational procedures and structures of a larger organisation. Aircraft fleet operators offering commercial charter operations, flight schools, aeroclubs, and large corporations with flight departments might have existing safety management structures, but often lack the resources of larger, commercial air transport operators. Equally. Private individuals operating aircraft without access to organisational safety management systems are currently entirely unable to benefit from such safety programmes. A subscription service which monitors real-time telemetry could make available to private and small charter operators some, if not most, of the benefits of a safety management culture. To that end, smaller businesses could incorporate a real-time telemetry-based safety support service into their operations, and private individuals could subscribe to a service that provides access to a larger community, replicating the safety management and monitoring functions of larger organisations for individual subscribers. Consequently, voluntary flight recording, and real-time monitoring could offer an alternative way of becoming part of a larger safety culture, not only encouraging safer behaviour, but also offering the opportunity of assisting single pilots struggling with unforeseen circumstances. Through better insurance premiums and similar advantages (e.g., favourable leasing rates), operators could be incentivised to participate in such programmes, negating the need for additional regulations. This paper explores cost-effective ways of offering a real-time (or at least near-real-time) telemetry and tracking service, how it could be incentivised, and how interventions could be carried out should a situation deteriorate to the point where avoiding an accident likely requires external assistance.