Aircraft Maintenance Software: 2026 Buyer’s Guide

What aircraft maintenance software does

Five kinds of product are sold under the name. Some vendors cover several.

The first decision is which of these you are buying. A tracker with no connection to the logbooks can carry a wrong baseline for years. A records archive with no tracker will not tell you that a recurring AD comes due next month.

Who needs it

• Part 91 owners and flight departments. Need a reliable due list and a complete, transferable history. Under 14 CFR 91.417 the owner must keep the current status of life-limited parts, inspections and ADs, and those records go with the aircraft when it is sold.
• Part 135 operators. Need everything above, plus a tracker that fits the certificate holder's maintenance program and manual. Electronic records and signatures need FAA authorization through OpSpec A025 (our A025 guide).
• Directors of maintenance and maintenance controllers. Use the system every day: status, downtime planning, vendor work, release to service. Their time spent re-keying compliance is the hidden cost of most setups.
• Repair stations and MROs (Part 145). Need shop software for work orders, labor and parts, and a clean records deliverable for each customer (Part 145 document management).
• Lenders, lessors and buyers. Do not track maintenance but depend on it. They need to read the records behind the status before funding, at lease return or at a pre-buy (Radar for banks).
• Airlines and large CAMOs. Use maintenance and engineering (M&E) suites such as AMOS from Swiss-AS, TRAX, Rusada ENVISION or Ramco. These are outside the scope of most business aviation buyers.

Evaluation checklist

Take this into every demo. Ask the vendor to show each item on one of your own aircraft.

• Due list by hours, cycles and calendar, including whichever-comes-first limits.
• Recurring ADs with the method of compliance and the next due time and date, as 91.417(a)(2)(v) requires.
• Life-limited parts tracked by serial number, with installs and removals traced to the entry.
• Your own tasks beside the manufacturer's program, such as a 30-day wash.
• Early compliance resets the next due from the day it was done, with the reason kept.
• Every status line opens the logbook entry or work record behind it.
• Historical logbooks, including handwritten ones, are searchable.
• Work packages for a vendor and a downtime window, with sign-offs.
• A release-to-service check that shows what is still open.
• Who keys in compliance: your team, the vendor's analysts, or the signed entry itself.
• How long a new tail takes to go live, and who builds its baseline.
• What you can export if you leave: status, history and original documents.
• Part 135: electronic recordkeeping that supports your A025 application.
• The full price for your fleet, including enrollment and modules.

How the major options compare

Each row uses the vendor's own public pages, checked October 2026. We have not used owner reports, forum posts or review scores.

Other names you will meet: SavvyMx (a managed maintenance service for piston owners, not offered for Part 135 or turbine twins), WinAir (maintenance and inventory for charter, special mission, helicopter and regional operators), Aviation InterTec Services (its RAAS platform serves fleet operators, MROs and CAMOs), and CORRIDOR (CAMP's software for service centers). For head-to-head detail see CAMP alternatives, Traxxall alternatives, Veryon alternatives and CAMP vs Traxxall.

Pricing models and published prices

Business aviation trackers are almost always priced per aircraft per year, and the price moves with the aircraft type: a large-cabin jet with three engine programs costs more to track than a single turboprop. Watch for four things in a quote:

1. Enrollment. A one-time fee to build the baseline. Veryon states it charges one, by make and model.
2. Modules. Inventory, work orders, flight scheduling and engine monitoring are often separate lines.
3. Records. Scanning and digital logbooks are often a separate product or a partner service.
4. Users. Most trackers do not charge per user. Veryon says so explicitly. Shop software often does.

Prices as published on each vendor's site, checked October 2026. "Quote only" means the vendor does not publish a price. Capterra starting prices are shown as listed there. Confirm current pricing with each vendor.

Migrating without losing the history

A move between trackers fails when the new baseline is copied from the old tracker instead of built from the records. A safer sequence:

1. Gather every logbook, the current status report and the open discrepancy list for one aircraft.
2. Load the maintenance program revision that applies to that aircraft.
3. Build the status from the signed entries, not from the old tracker's last-done dates.
4. Compare the two status reports line by line and resolve each difference against the page.
5. Run both systems through at least one inspection event.
6. Cut over when they agree, and keep an export of the old system's history.
7. Repeat for the rest of the fleet, starting with the aircraft that has the messiest records.

Radar imports a Traxxall status report (programs, parts, last compliance and open items) on day one. For CAMP and Veryon, run both side by side while Radar builds its status from the books.

Where Radar fits

Radar is records and maintenance tracking built on the logbooks.

• Records. Radar reads every logbook back to birth, typed or handwritten, and stores each value as data tied to the region of the page it came from. Search an AD, a part number or a signer across forty years of books, and open the page.
• Maintenance Tracking. Inspections, ADs, SBs and life-limited parts from your maintenance program, by hours, cycles and calendar, plus your own tasks. The last compliance for each item comes from its signed logbook entry, so every due line opens its page.
• Work. Work plans and task cards for a vendor and a downtime window, discrepancies, and a release-to-service check that holds the release until every card is signed, every finding is resolved and the required documents are in.
• Part 135. Manual language and help with your FSDO for OpSpec A025, with the originals kept as the legal record meanwhile.
• Pricing. Published: Records is $2,400 to $4,800 per aircraft a year and Complete is $6,000 to $13,500, by aircraft size, with prepaid shipping for the binders.

Radar is not an MRO business system: it does not run a shop's quotes, labor billing or parts purchasing. It is not an airline M&E suite. If you need inventory and purchasing for a large parts operation, a Traxxall or Veryon module or a dedicated MRO system will fit better.

Questions to ask before signing

• Who enters compliance after each event, and how long until the status reflects it?
• Which values in the baseline came from source records, and which were typed in from an old tracker?
• Can we open the logbook page behind any due item?
• What does it cost for our fleet in year one and year two, including enrollment and modules?
• What can we export if we leave, and in what format?
• Which features are native, which come from a partner, and which are on a roadmap?
• How does the system support our Part 135 manual and A025 authorization?

Sources and further reading

• 14 CFR 43.9, Content, form, and disposition of maintenance records
• 14 CFR 91.417, Maintenance records
• FAA AC 120-78B, Electronic Signatures, Electronic Recordkeeping, and Electronic Manuals
• CAMP Systems: Maintenance and About
• JSSI: Traxxall and AviatorMX
• Veryon Tracking and Veryon brand story
• Bluetail pricing and integrations
• SavvyMx