Pricing
You pay per aircraft, not per person
Billing has to be predictable, and it must not punish an organisation for having more people flying. Here is the whole structure: three items, a clear list of what is included, and an honest explanation of why there is no table of amounts.
Indicative pricing, subject to confirmation
The pricing model described here is indicative and has to be confirmed in a conversation. It is not an offer in the legal sense. Only an individual quotation, after the fleet and the rollout scope are agreed, is binding.
Structure
Three items and nothing else
There are no tiers, no add-ons and no features unlocked by paying more. Every operator gets the same system.
- 01
Per-aircraft subscription, monthly
The billing unit is an aircraft entered into the system. An aircraft permanently withdrawn from service stops being billed, but its records stay — retention is independent of the subscription.
- 02
Entry threshold for the organisation
With one or two aircraft the cost of running the environment is spread over too few items, so a monthly minimum applies to the organisation. Above that threshold you pay for aircraft only.
- 03
Rollout — one-off
Setting up aircraft and the maintenance programme, the opening balance from paper, accounts and training. The quote depends on the number of aircraft and on the state of the source records — it is the one item that cannot honestly be published in advance.
User accounts are not billed. A pilot, a mechanic and an administrator cost the same: nothing.
Included
What the subscription covers
- Every feature of version 1.0 — no tiers, no paid extras.
- An unlimited number of accounts: pilots, mechanics and administrators.
- An unlimited number of techlog entries, compliance records, components and aircraft documents.
- Daily ingest of manufacturer bulletins and airworthiness directives for your fleet types.
- E-mail alerts on approaching and exceeded due dates.
- A4 and PDF printouts, and the authority pack with no cap on generations.
- Backups, integrity verification and system updates.
- E-mail support from people who use the system on their own fleet.
Not included
What the subscription does not cover
- Hardware — a tablet or phone next to the aircraft, and internet access.
- The operator’s own work collecting data for the opening balance; we provide the templates, the dry run and the verification.
- Work beyond the agreed rollout scope: unusual data sources, extra integrations, a fetch adapter for a manufacturer we do not support yet.
- On-site training beyond the agreed scope (travel, extra sessions).
- Anything the system does not do: issuing a CRS, performing an airworthiness review, assessing the applicability of directives and bulletins.
Rollout
The road to the first signed entry
A rollout is short but has a fixed order — the sequence of these steps is not accidental.
- 01
A conversation about the fleet
Aircraft types, maintenance programme, how the techlog is kept today, what the authority expects. Out of that come the quote and the list of things to prepare.
- 02
Aircraft and maintenance programme
Entering aircraft, counters, tasks with limits and tolerances, and life-limited components. This is where decisions are made that are hard to change later — such as what counts as a separate limit axis.
- 03
Opening balance
Three CSV files: counters, tasks and last compliances. Templates are generated with the real codes of your aircraft, the dry run shows item by item what will happen and stores nothing. The commit requires a mechanic signature and a note on the source of the data.
- 04
Accounts and training
Individual accounts with roles. Training a pilot takes about fifteen minutes next to the aircraft; a mechanic and an administrator, about an hour.
- 05
Dual-run with paper
For an agreed period both logbooks are kept in parallel, and paper prevails in case of divergence. This is the evidence base for the conversation with the authority.
- 06
The decision to leave paper
It belongs to the operator and its authority — not to us. Until then the system runs at full speed but is not the only register.
Plainly
Why there are no amounts here
Because the commercial model is not closed yet, and we would rather say so than invent a table of three tiers with an asterisk. Rollouts are run as pilots, with a dual-run and a quote agreed after a conversation about the specific fleet.
Because the differences in a quote come from things that are invisible from outside: the number of aircraft, the number of tasks in the maintenance programme and the state of the records the opening balance is built from. The same aircraft count can mean a day of work or a week.
And because a price list published too early takes on a life of its own. When the model settles, the amounts will appear right here — together with the date from which they apply.
FAQ
Frequently asked questions
Does the number of pilots affect the price?
No. Billing follows the aircraft, and accounts are included — mechanic and administrator accounts too. A per-user fee would work directly against safety: it would encourage shared logins, and a shared login destroys signature attribution, which is the foundation of the whole record system.
What happens to my data if I leave?
The data is yours and it leaves in open formats. The authority pack is a single ZIP with the techlog register (CSV and PDF), the due list, compliance history, AD and SB status, components, defects, aircraft documents and a manifest with SHA-256 checksums. It can be read without our application, and generating it requires nobody’s permission.
Can I see the system before deciding?
Yes — thirty minutes, live, on your own fleet: a signed techlog entry, the due list for your aircraft type and the authority pack. No sales deck; we talk about your maintenance programme and about what the system does not do.
Can a rollout be split into stages?
That is usually how it is done: one aircraft and its maintenance programme first, then the dual-run, then the lessons learned — and only afterwards the rest of the fleet. The first aircraft costs the most in effort, because that is when the records get tidied up; the following ones go much faster.
Next
The nearest topics — on the site and in the knowledge base.
On the site
- Who it is for
Flying club, ATO/DTO, helicopter operator, owner and CAMO — a working day for each.
- Electronic techlog
One entry per flight, an electronic signature, immutability and work with no signal.
- Security
Backups, the audit chain, roles, retention and what happens in an outage.
In the knowledge base
- From paper to electronic records without losing history
The opening balance, the dual-run and the list of things to agree with your authority. What actually has to be transcribed, what must never be imported, and how long it takes.
- The electronic techlog and Part-ML: what a record system must do
What ML.A.305 and AMC1 ML.A.305 expect from a computerised technical logbook, and what you actually have to show an inspector to leave paper behind.
See CamoBook on your own fleet
Thirty minutes, live: a signed techlog entry, the due list for your aircraft type and the audit pack. No sales deck — we talk about your maintenance programme.
or write to pawel@mamcarz.com