Straight answers for Part 135 operators.

Scheduling and dispatch, safety (a complete Part 5 SMS with FRAT) and maintenance for Part 135, in one system. It's built for on-demand operators flying 3 to 8 aircraft.

Every module works from the same record. A squawk a pilot enters on the ramp reaches maintenance, shows on the ops board and feeds the next FRAT without anyone typing it twice.

No. Each module runs on its own or alongside the tools you already use. Start with scheduling and keep your current maintenance tracker, or run the SMS next to your current scheduler. Add modules when it suits you.

On-demand Part 135 operators flying turboprops and light or mid-size jets. It's tuned for fleets of 2 to 10 tails and scales to about 50.

The daily users are the people who run the certificate: the Director of Operations, chief pilot, schedulers, Director of Maintenance, safety manager, pilots and technicians.

They're not the focus. Direct2 is built around on-demand Part 135 rules. Part 91 legs inside a Part 135 operation, such as owner flights and positioning legs, are handled with their own rule set.

Yes. Explore the demo operator on your own: a fully populated sample operator with aircraft, crews, trips, FRATs and maintenance history. Access terms: [pending].

Or book a guided demo with a Part 135 specialist, and send us a real week of trips to run.

It computes, flags and blocks so your team can run compliance and prove it. A named, qualified person releases flights, accepts risk and signs maintenance. The software never does that on its own.

Responsibility for regulatory compliance stays with the certificate holder.

Yes, that's what it's built for. You get a complete Part 5 SMS, guided setup to a configured baseline, and a live readiness tracker that marks every element from §5.21 to §5.97 as satisfied, partial or gap, backed by evidence from your operation.

The Declaration is due May 28, 2027. The FAA acknowledges a Declaration; it doesn't approve it, and it can ask for your supporting data at any time. The readiness tracker is an indicator, not an FAA determination.

Yes. If the aircraft isn't airworthy, a crew member is out of duty or currency, the FRAT needs a sign-off, or the manifest is incomplete, release is held until a qualified person resolves the issue or approves it. The record shows who, when and why.

If a value it needs is stale or unknown, the gate shows red. Never green.

Yes. It covers 135.263 and 135.267(a)–(f) for on-demand one- and two-pilot crews, including extended rest after a duty period runs long. The validation scenarios are published, and your chief pilot reviews the duty configuration before go-live.

No. Part 5 requires a confidential reporting system, and Direct2 provides one. ASAP is a separate program that needs an MOU with the FAA. Once you record your MOU, the ASAP workspace switches on.

Anonymous reports store no name, account, IP address or device data, even in the audit log. But we can't protect what someone types, and in a small company the details of a report may identify the person who filed it. Records can also be reached by subpoena or discovery.

That's why confidential is the recommended default: the reporter's identity is visible only to the people your company designates.

No. Fees on reporting discourage reporting. Every report and every FRAT is included.

You do. Export everything yourself at any time, as CSV, JSON or PDF, including per-aircraft records, documents and audit trails. There's no fee to export and no data hostage when you leave.

Your contract guarantees a full export or escrow of your data if we ever stop operating. Escrow arrangement: [pending].

You can also export everything yourself at any time, so you never depend on us to hand your records back.

Direct2 is built to SOC 2 controls. Audit status: [pending]. Reports are shared under NDA. Ask our team for the current security documentation.

MFA is required on every account, with an authenticator app and backup codes. Single sign-on works with the major identity providers. Access is role-based and can be scoped per aircraft, with roles that expire.

Yes, on your terms. Give your POI or PMI a read-only guest login that expires on a date you set and keeps its own activity log, or hand them an inspection export package for any date range.

Every value from outside Direct2 shows its source and age. When it goes stale, dispatch-critical status turns red, so a late import can never make an aircraft look airworthy.

Scheduling: about two weeks for a five-tail operator, with a reconciliation of every pilot's quarterly hours before you go live.

Safety: a configured baseline in under 30 days. Maintenance: a written timeline in your contract, up to 6 weeks per tail from a tracker export or up to 12 weeks from paper.

Yes, from your current scheduler, maintenance tracker or SMS tool, or from spreadsheets. You preview the mapping and fix errors before you commit, and a reconciliation report shows exactly what came over. Fields that don't map are listed, never silently dropped.

Duty history comes across too, 12 months or more plus the prior calendar year, so limits are correct from day one.

Yes. Each tail moves when your Director of Maintenance signs it off. Until then your current tracker stays authoritative for that tail, and Direct2 shows its due-list status with the source and age of the data.

Deferrals for an externally tracked tail are entered in Direct2. They don't sync in from the outside tracker.

Yes. Training is included, and you get a sandbox copy of your account so your team can practice before cut-over.

Yes: native apps for iPhone, iPad and Android. The schedule, trip sheets, documents, duty, currency and FRAT status are available offline. FRAT answers, duty, OOOI times, squawks, safety reports and acknowledgements queue offline and sync in order when the phone reconnects.

Maintenance sign-off, RII and return to service need a connection, because those signatures are verified by the server.

All the major and minor integrations with the leading aviation and business vendors: flight planning, flight tracking, weather, fuel pricing, charter marketplaces, trip support, payments, accounting, maintenance tracking, training and government filing. Every connection is listed and monitored.

Yes. A REST API with webhooks for trips, reports, FRATs, hazards and more. It's the same API our own modules use. CSV and JSON import and export cover everything else.

By module, at a fraction of what competitors charge. There are no per-report fees, and the crew and technician apps are included. Tell us about your fleet, and our team will put together a quote.

No. Month-to-month is available, with no multi-year lock-in.