The aircraft
What an airplane actually needs tracked.
Hobbs and tach time, airworthiness directives, inspection cycles and component times — each on its own clock, calendar or hours.
The fuel
The largest number you spend, logged like it matters.
Fuel is the biggest variable cost an airplane has, and the one most often recorded as a single dollar figure that answers nothing later. AeroTrax records the uplift, the units, the density and the whole invoice — so burn, economy and what a stop actually cost are figures that fall out rather than ones you reconstruct.
N412WB · KTUS · Signature
12 Aug 2026 · 1,842.6 Hobbs
- Uplift 55.2 gal · 100LL · full, both tanks 331.2 lb
- Burn since last fill 55.2 gal over 4.1 hrs 13.5 gal/hr
- Planned vs actual planned 52.0 gal +3.2 gal
- Price $6.85/gal posted · $6.12 contract saved $40.30
- Ramp fee waived at 50 gal minimum waived
Sample data · burn computed between known-full fills
Every airplane
The uplift itself
Gallons, liters, pounds or kilograms — recorded in the unit it was actually sold in, with fuel on board before and after, and which tanks took it.
Density, not a guess
The specific gravity the FBO billed at, stored with the ticket. Jet A is nominally 6.7 lb/gal and rarely exactly that, and the gap is both money and a weight-and-balance error.
Full or partial, flagged
Whether a fill topped the tanks off. Every economy figure in the app rests on it, and it cannot be reconstructed later — so AeroTrax asks once and gets the burn right.
Burn per hour, computed
Gallons or pounds per hour derived between known-full fills, per leg and rolling. Not a number you maintain — one that falls out of the flights and fills you already logged.
Planned against actual
The variance, which is the figure that means something. An absolute burn tells you the airplane is normal; the drift from plan tells you something changed.
Price by airport, over time
What you paid where, trending. Enough to plan a route around fuel, or to notice the field twelve miles away has been ninety cents cheaper all year.
When it is a turbine
The whole invoice
Flowage, into-plane, ramp, handling, overnight, GPU and after-hours callout, each on its own line. The fuel price is rarely what the stop actually cost.
Contract fuel and releases
The release number, the contract price and the posted price side by side — so the savings your fuel program produced is a figure you can show rather than assume.
Waiver thresholds
The uplift minimum that waives the ramp fee, and whether you cleared it. Taking on 180 gallons and paying a $450 ramp fee is the sort of thing you fix once you can see it.
Tankering, answered
Whether carrying cheap fuel from the departure field actually paid once the burn penalty of carrying the weight is counted. The calculation every flight department does in a spreadsheet.
SAF blend and certificates
Blend percentage, batch reference and the certificate behind it — the paper trail that emissions reporting and book-and-claim both ask for.
Trips, cost centers and billing
Which leg, which trip, which cost center, and whether the leg was flown under Part 91 or Part 135 — because that decides the tax treatment and whether the fuel is billable to someone else.
Fuel weight comes from the density actually recorded, not a table constant — so the number reaching weight and balance is the number you were billed for. On a jet taking on eight thousand pounds, the difference between assumed and actual density is not a rounding error.
Also on every fuel record
Keep reading
The parts
Every part, and the paper that proves it.
8130-3 tags, approval basis and source traceability, alongside life limits, cycles and the install history behind them.
The pilot
Your logbook lives here too.
PIC, night, instrument, cross-country and landings, with currency and a flight review date calculated rather than remembered.