In brief
Aircraft maintenance tracking software keeps the due list: inspections, ADs, service bulletins and life-limited parts by hours, cycles and calendar, with a forecast. The tracker is only as good as its baseline, so the best test is whether every due line can be traced to the signed entry behind it. CAMP, Traxxall and Veryon Tracking lead business aviation; Radar builds the due list from the logbooks themselves.
Maintenance tracking software answers one question: what is due on this aircraft, and when? Everything else, from the forecast to the downtime plan to the budget, depends on that answer being right.
This guide covers what a tracker has to calculate, what the regulations ask it to hold for Part 91 and Part 135 aircraft, how the main trackers compare using what each vendor publishes, and how to test one before you sign.
What a tracker has to track
- Airframe, engine, APU and propeller times and cycles, updated from the flight log.
- Every inspection in the maintenance program, with its interval and tolerance.
- Airworthiness Directives, with method of compliance and the next due time and date for recurring ones.
- Service bulletins you have chosen to comply with, and those your program makes mandatory.
- Life-limited parts by part and serial number, with their limits and time remaining.
- Time-controlled components and overhauls.
- Your own tasks that no manufacturer requires.
- Open discrepancies and deferred items.
The calculation rules matter as much as the list: hours, cycles and calendar on the same task, whichever-comes-first and whichever-comes-last, initial thresholds and repeat intervals, terminating actions, and what happens to the next due when a task is done early.
What the regulations ask for
The tracker is where an operator keeps the status records the rules require.
| Rule | What it asks for | What the tracker should hold |
|---|---|---|
| 14 CFR 91.417(a)(2) | Total time in service, current status of life-limited parts, time since overhaul, current inspection status, and current AD status with method of compliance and next due | Each of these, current, for each airframe, engine, propeller and rotor |
| 14 CFR 91.409 | Annual and 100-hour inspections, or, for large and turbine multiengine aircraft, an inspection program selected under 91.409(f) | The program the aircraft is on, and its revision |
| 14 CFR 135.411 | Aircraft with nine or fewer passenger seats maintained under Parts 91 and 43 plus 135.415, 135.416, 135.417, 135.421 and 135.422; ten or more seats under a continuous airworthiness maintenance program | The applicable program, including the manufacturer's recommended programs 135.421 adds |
| 14 CFR 135.439 | The certificate holder's maintenance records, including current status of life-limited parts, inspections and ADs | The same status, kept to the certificate holder's manual |
A tracker can hold the status, but the record of the work is still the signed maintenance entry under 14 CFR 43.9. The gap between the two is where most tracking errors live.
The baseline is the hard part
A tracker calculates forward from a starting point. If the last-done date for a 144-month inspection was typed in wrong when the aircraft was enrolled, every forecast after that is wrong too, and nothing in the calculation will show it.
There are three ways vendors build the baseline:
- Analysts key it in from your records. CAMP and Veryon describe analyst-built enrollment; JSSI states about 30 days from enrollment to activation for Traxxall.
- You import it from your old tracker. Fast, but it copies the old tracker's errors.
- It is built from the logbooks. Radar reads every logbook back to birth and sets the last compliance for each item from the signed entry, with the page attached.
Whichever you choose, ask the vendor to show you the source behind ten random lines of a finished baseline.
How the main trackers compare
From each vendor's own public pages, checked October 2026.
| CAMP Maintenance (MTX) | Traxxall | Veryon Tracking (Flightdocs) | Radar | |
|---|---|---|---|---|
| Owner | CAMP Systems International (Hearst) | JSSI | Veryon (formerly ATP) | Radar |
| Aircraft coverage | More than 200 makes and models of business jets, turboprops and helicopters | Business jets, turboprops and helicopters across the major OEMs | Single aircraft to large fleets | Business jets and turboprops |
| How compliance gets in | Work Compliance Forms from your team, applied by CAMP analysts | Entered by your team with electronic signatures; 24/7 analyst team | Entered through work orders, which generate eLogbook entries | From the signed logbook entry, with its page |
| Historical logbooks | Document Manager stores files | Document storage module | eLogbook for entries made in Veryon | Read back to birth, typed or handwritten, and searchable |
| Work orders | eWork Order and ezSign | Work plans | Work orders | Work plans, task cards, sign-offs and a release-to-service check |
| Inventory | CAMP Inventory (IMS) | Included module | Included | Not offered |
| Published price | Quote only | Quote only; AviatorMX $950 to $1,900 a year | Quote only, plus enrollment fee | $6,000 to $13,500 per aircraft a year with Records |
For deeper side-by-sides see Radar vs CAMP, Radar vs Traxxall, Radar vs Veryon and CAMP vs Traxxall. For the wider category, including records tools and MRO software, see the aircraft maintenance software buyer's guide.
What it costs
| Vendor and product | Published price | Pricing model | Source |
|---|---|---|---|
| RadarRecords | $2,400 to $4,800 per aircraft a year | Per aircraft, by aircraft size. Prepaid shipping labels for paper logbooks included. | useradar.com/pricing |
| RadarComplete (Records and Maintenance Tracking) | $6,000 to $13,500 per aircraft a year | Per aircraft, by aircraft size. Maintenance Tracking on its own is quoted for the fleet. | useradar.com/pricing |
| CAMP SystemsCAMP Maintenance (MTX) | Quote only | Custom pricing by aircraft type, fleet size and the modules chosen. | campsystems.com |
| Traxxall (JSSI)Traxxall maintenance tracking | Quote only. Its Capterra listing shows a starting price of $1,800 a year. | Annual subscription, quoted by JSSI. Inventory and work plans are modules of the same platform. | jetsupport.com |
| Traxxall (JSSI)AviatorMX | $950 a year for a turboprop, $1,900 a year for a jet | Per aircraft, for Part 91 owner-operators of light jets and turboprops. | jetsupport.com/aviatormx |
| VeryonVeryon Tracking (formerly Flightdocs) | Quote only. Its Capterra listing shows a starting price of $1,750 a year. | Annual subscription per aircraft, by make and model, plus a one-time enrollment fee. Not priced per user. | veryon.com |
| BluetailDigital records | From $75 per aircraft a month (piston), from $150 per aircraft a month (light jets, Fleet plan) | Per aircraft, monthly. Scanning is offered separately. | bluetail.aero/pricing |
| Savvy AviationSavvyMx (managed maintenance) | $899 a year (piston single), $1,199 a year (piston twin) | A managed service for piston owners. Not offered for Part 135 aircraft or turbine twins. | savvyaviation.com |
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.
Tracker pricing is usually per aircraft per year by type. A quote should name the enrollment fee, which modules are included, and what happens to the price as you add tails. Piston owners have cheaper options: JSSI's AviatorMX for light jets and turboprops, SavvyMx as a managed service for pistons, or a maintenance tracking spreadsheet.
Test it before you sign
Give each vendor the same aircraft, ideally one with messy records, and ask them to:
- Show the status of one recurring AD and the logbook entry that set it.
- Show a life-limited part's install history by serial number.
- Add your own task with an hour and calendar limit.
- Mark a task done early and explain the new next due.
- Update utilization and show the forecast move.
- Package five due items into a work order for a vendor.
- Find every entry signed by one inspector in the last ten years.
- Export the status report and the history behind it.
The vendor that can do all eight on your aircraft, quickly, is usually the right one.
Where Radar fits
Radar is maintenance tracking built on the logbooks. Radar reads every book back to birth, typed or handwritten. Your maintenance program sets what is due: inspections, ADs, SBs and life-limited parts by hours, cycles and calendar, plus your own tasks. The signed entries set what was done, so every due line opens its page. Work plans, task cards, sign-offs and a release-to-service check run in the same system, and the release is held until every card is signed and every finding is resolved.
Moving from Traxxall, Radar imports your status report: programs, parts, last compliance and open items. On CAMP or Veryon, run both side by side until the status agrees. Radar does not offer parts inventory; if you run a large stock of parts, keep that in a dedicated system.
Sources and further reading
Common questions
Frequently asked questions
What does aircraft maintenance tracking software do?
It keeps the aircraft's due list. It holds every inspection, AD, service bulletin and life-limited part that applies, the last time each was done, and the limits in hours, cycles and calendar, then calculates what is due next and forecasts it against expected utilization.
What is the best aircraft maintenance tracking software?
For business jets and turboprops the most widely used trackers are CAMP, Traxxall and Veryon Tracking (formerly Flightdocs). The best one for you is the one that produces a correct status for one of your own aircraft in a trial, shows the record behind each line, and fits your fleet's budget.
Is there free aircraft maintenance tracking software?
Not for turbine business aviation. Owners of a single piston aircraft can track with a spreadsheet; Radar's free aircraft maintenance tracking workbook is a starting point. A spreadsheet does not calculate recurring ADs for you or keep the logbook evidence behind each line.
Do Part 135 operators need maintenance tracking software?
The regulations do not name a product, but a Part 135 certificate holder must keep the records 14 CFR 135.439 requires and maintain its aircraft under 135.411. In practice every Part 135 operator with turbine aircraft uses a tracker, and electronic records and signatures need OpSpec A025.
Is a maintenance tracker the same as a logbook?
No. The tracker holds the status. The logbook entry, signed by the certificated person, is the record of the work under 14 CFR 43.9. A good tracker points to the entry behind each status line; Radar builds the status from those entries.
How long does it take to set up a maintenance tracker?
Vendors that build the baseline with analysts quote weeks: JSSI states about 30 days from enrollment to activation for Traxxall. Radar reads the logbooks and has records ready in about two weeks, then builds the status from your program and the signed entries.
Keep researching
Related aircraft guides
Run maintenance from connected evidence
Know what is due, and open the record that proves it.
Radar reads every logbook back to birth and builds the due list from the signed entries, with the page behind every line.