Maintenance
Maintenance tracking that runs your charter operation, not just your logbooks.
Due list, ADs, MEL deferrals, work orders with RII and e-signature, and 43.9-compliant records, built for 135.411(a)(1) and (a)(2) tails on the same certificate. Maintenance status flows into every quote and release.
Maintenance at a glance
- 01
B/C/D MEL clocks counted the FAA's way.
Calendar days, excluding the day of discovery. Category A follows the MEL remarks.
- 02
New ADs in your queue within 1 business day.
Filtered to your makes, models and installed equipment.
- 03
96-hour SDR clock tracked.
Reportable events flagged and the report prefilled. You submit it.
- 04
FAA inspection package in under 15 minutes.
One aircraft, every record the PMI asks for, from one screen.
- 05
Onboarding timeline in your contract.
Per-tail data builds with your sign-off before any tail goes live.
- 06
Squawk logged in under 60 seconds.
From the pilot's app, or by the dispatcher who took the call.
Your fleet, your timeline
Nothing required. Everything connected.
Move every tail in, move them one at a time, or keep some with the tracker they use today. You choose per tail, and every tail shows on the same board with its source and age.
01 · ALL IN
Direct2 is the system of record for every tail.
Due list, ADs, deferrals, work orders and records for the whole fleet, live in every quote and release.
02 · TAIL BY TAIL
Shadow-compute first. Cut over on the date you sign off.
We compute alongside your current tracker, you review a differences report, and your current tracker stays authoritative until you accept the tail.
03 · SIDE BY SIDE, FOR AS LONG AS YOU LIKE
A tail on an OEM program stays where it is.
Its status syncs in with source and freshness shown, and stale data never shows green. Deferrals for that tail are still entered in Direct2, so dispatch sees them.
The timeline goes in your contract. Data-build errors are fixed at no charge, and every onboarding fee is in writing before you sign.
01 · MEL DEFERRALS
MEL deferrals your scheduler can see.
One deferral record, owned by maintenance and read-only for quoting and dispatch. The clock, the restriction and the placard travel with the tail into every quote and release.
- Clocks counted the FAA's way. B = 3, C = 10, D = 120 calendar days, excluding the day of discovery. Category A follows the MEL remarks.
- An expired deferral blocks release. The aircraft goes red at 00:00 local on the day after the last authorized day.
- Restrictions feed trip feasibility and the release, and open deferrals feed the FRAT.
- (M)/(O) procedure acknowledgement, placard text, and references to your MEL revision and OpSpec D095.
- One-time B/C extension only where your D095 allows it. A second extension is blocked.
- A deferral can't clear without a corrective action and a return-to-service signature. CDL and NEF items tracked the same way.
02 · DUE LIST & FORECASTING
Whichever comes first, for every tail, every morning.
Hours, cycles, landings and calendar limits are computed together, with OK, Approaching, Due and Overdue thresholds you set. Downtime goes to the ops board, so availability and empty legs update on their own.
- Trip feasibility in one lookup. It returns the limiting item and the margin, and quotes show time-to-conflict.
- 30- to 365-day forecasts that turn into work packages and proposed downtime blocks.
- Nothing extends silently. Tolerances apply only where your program allows them, and every use is recorded.
- Time-in-service basis set per aircraft. Block time is kept separate for billing.
- A Monday due-list email with the week already computed.
03 · ADS & SERVICE BULLETINS
New ADs come to you.
Federal Register and DRS monitoring, filtered to your makes and models. New ADs reach your pending-review queue within 1 business day, backed by a staffed review service that also watches OEM program revisions.
- Applicability checked against effectivity: serial number and installed configuration, including engine S/N, part numbers and STCs. Every N/A keeps its rationale.
- Emergency AD control. Affected tails go red, and the DOM and DO are notified before anyone can dispatch.
- Recurring ADs, AMOCs, and STC and appliance ADs linked to the installed equipment.
- AD-research currency per aircraft, and a one-click compliance package per AD.
- SB and SL tracking with dispositions, mandatory-SB escalation and a tech-pubs currency register.
04 · CONFIGURATION & LIFE-LIMITED PARTS
Times carry with the part. Life limits don't bend.
A master record per tail with a parent-and-child component tree and positions. Move a part and its times, history and back-to-birth trace move with it.
- 135.411 regime set per aircraft. Mixed (a)(1) and (a)(2) certificates are normal. Switching a tail's regime switches RII, the 135.443 release wording, 135.426 vendor controls and CASS together.
- Program baselines: manufacturer's program, AAIP, 91.409(e)/(f), annual and 100-hour, progressive, and the CAMP path.
- LLP hard block, with an override only by an authorized person who records the justification. 43.10 disposition on every removal.
- Shelf-life items and calendar certifications: pitot-static, transponder and ELT.
- Robbing control. Pulling a part from another aircraft creates a restore item that keeps the donor down until it's back.
- Engine program enrollment with hour-reporting exports, plus warranty tracking and claims.
05 · SQUAWKS & DISCREPANCIES
From the ramp to the record in under a minute.
Pilots report squawks from the app. When one is phoned in, the DOM or dispatcher logs it in under 60 seconds, with who reported it, who entered it and how it came in.
- Discovery time is kept separate from entry time, because discovery starts the MEL clock.
- A grounding squawk turns the tail red immediately.
- Mirrors the 135.65 log, and the PIC sees open items before every flight.
- Lifecycle: open, deferred, corrected, RII-inspected, returned to service.
- Duplicates merge. Repeat discrepancies are flagged and feed reliability and the SMS.
- Squawks can be captured offline at outstations and sync when the signal returns.
06 · WORK ORDERS, RII & E-SIGNATURE
Work the card, sign once, and every record updates.
Work orders bundle due tasks, discrepancies, ADs, SBs and findings. The OEM phase checklist can serve as the work instruction, and every entry carries 43.9 and 43.11 content.
- AC 120-78B e-signatures with a tamper-evident record hash. Signatures are verified by the server, so signing needs a connection.
- RII enforced on (a)(2) tails and optional on (a)(1). The inspector can't be the person who did the work.
- Qualification register. A lapsed IA, RII authorization or certificate blocks the signature and shows the reason.
- Return-to-service wording matches the tail's regime.
- One entry, many records. Closing a work order updates next-due, component times, AD status, the discrepancy, parts and the logbook.
- Labor and parts costs flow to trip cost, owner statements and accounting.
07 · RECORDS & LOGBOOKS
Paper stays the legal record until you and your PMI decide otherwise.
Paper-primary is the default, with the page reference and a scan of every signed entry. A tail moves to eLog-authoritative only once your manual and your PMI accept it.
- Meets 91.417 and 135.439 and .441. Records follow the aircraft on transfer.
- Corrections only by superseding entry. Nothing is overwritten.
- Attach and index 8130-3s, 337s, STC data, W&B amendments and shop paperwork.
- W&B register with the 135.185 reweigh clock, feeding dispatch directly. A weighing past 36 months on a multiengine tail shows red.
- Imported history is badged with where it came from.
- Your data is yours. Full export at any time, backed by escrow.
08 · PARTS & TRACEABILITY
No tag, no install.
Inventory by part number, serial number or lot, with quarantine for suspect parts.
- Receiving requires an 8130-3 or C of C, with a Suspected Unapproved Parts workflow.
- Request, approval, PO and receipt, shippable to the outstation where the aircraft sits.
- Repair orders track return date, cost, loaner or exchange, and core.
- Parts reserved and issued to work orders. Tooling calibration alerts.
09 · VENDORS & PART 145 SHOPS
Send it out without losing the thread.
An approved-vendor list covering certificate, ratings, insurance and audit expiry.
- Work to a non-approved vendor is blocked without a documented override.
- Outsourced work orders, with the shop's paperwork reconciled into the record.
- Shop downtime extends the ops-board block on its own.
- Part 120 drug and alcohol evidence and 135.426 oversight. The vendor list feeds §5.57 notices.
10 · REPORTING, ENGINE TREND & RELIABILITY
SDRs prefilled and tracked. You submit.
Reportable events are flagged and the 135.415 report is prefilled. The 0900–0900 reporting period and the 96-hour clock are tracked, and your submission evidence is kept. You submit through the FAA's SDR system.
- MIS (135.417) drafted on the 1st and due by the 10th.
- Engine trend and oil analysis for 135.421(c)–(e) single-engine passenger-IFR tails like the PC-12 and Caravan. Import the trend and lab files you already receive, with exceedance alerts.
- Reliability analytics (ATA removals, repeats, MTBUR) sized for CASS.
- AOG and dispatch reliability by tail.
- Maintenance safety signals feed the SMS.
11 · AUDIT-READY ANYTIME
When the PMI calls, you answer in minutes.
An FAA inspection package for one aircraft in under 15 minutes, built from the records you already keep.
- Time-boxed, read-only access for inspectors, auditors, insurers and lessors.
- Pre-buy and lease-return snapshot, shared by link.
- IS-BAO, ARGUS, Wyvern and ACSF evidence packages.
- An audit trail that can't be changed.
12 · BUILT INTO SCHEDULING, DISPATCH & SMS
Reviewed times, not pushed times.
Live airworthiness sits in every quote and release. Closed legs become utilization proposals the DOM approves on one screen, so nothing posts to the aircraft's totals unreviewed.
- Hobbs-vs-block exceptions highlighted before anything posts. The review is a records-integrity control your team runs.
- Flight-tracking actuals cross-check crew-reported times.
- A mixed fleet on one board, each tail badged with its source.
- Work-order costs itemized on owner statements.
Who it's for
- DOM“You're the DOM, the IA, the parts manager and the records clerk. You make the decisions. The system does the counting.”For DOMs
- Mechanic“Work the card, sign once, done.”The technician app
- DO / chief pilot“Operational control without chasing maintenance.”For the DO
- Scheduler“Sell only what can fly.”For schedulers
- Owner“Your airplane's records are an asset.”For aircraft owners
- PMI“Ask, and it's on the screen.”Audit-ready anytime
A Monday in maintenance
Five tails, one due list, before the first coffee.
The Monday due list, from email to an approved downtime block. One tail stays on an outside tracker the whole time.
See it in the demo operator- 06:00
The due list is already computed.
The DOM's Monday email lists whichever-first items for all five tails, including the jet that stays with its current tracking provider. That tail synced overnight and is badged with its source and time.
- 06:20
A conflict, found on Monday instead of Thursday.
N350KA's 200-hour item lands mid-trip next Thursday. The quote already shows the time-to-conflict, so the scheduler hasn't sold a trip the aircraft can't finish.
- 07:10
Work package and downtime, proposed and confirmed.
The DOM builds a work package from the 60-day forecast and proposes a downtime block. The scheduler confirms it on the board, and availability and empty legs update to match.
- 07:40
Last week's times, reviewed before they post.
The DOM approves last week's utilization on one screen. One Hobbs-vs-block mismatch is highlighted, and they fix it before anything posts to the aircraft's totals.
More from the hangar
Five more days in maintenance, start to finish.
- 02
Squawk to MEL to return to service, at an outstation.
The PIC finds an inoperative item on the PC-12 and phones it in. The dispatcher logs it in under a minute with the discovery time. The DOM defers it as Category C, and the clock counts 10 days, excluding today. The restriction shows on every quote and release, and the FRAT picks up the open deferral. A part ships on a PO to the outstation. On day 6 the mechanic replaces it from the work order on their phone and signs the return to service with a connection. The deferral clears only because a corrective action and an RTS signature exist.
- 03
A new AD, and the Emergency AD.
Overnight, a turboprop engine AD publishes in the Federal Register. By the next business day it's in the DOM's queue, filtered to the fleet's engines. They check effectivity against each engine S/N and configuration: it applies to two tails and is N/A to a third, with the rationale saved. The mechanic complies, the 43.9 entry is e-signed, and the recurring inspection drops onto the due list. When an Emergency AD arrives by direct notice instead, the DOM enters it, the affected tails go red, and the DO is notified before anyone can dispatch.
- 04
A phase inspection at a Part 145 shop.
The King Air 350, an (a)(2) tail, comes due for a phase inspection. The system confirms the shop is approved and its audit is current. The downtime block extends on its own when the shop reports a finding. A near-limit LLP is replaced with a part that arrives with an 8130-3, and the hard block clears. Because it's an (a)(2) tail, an independent RII sign-off is required. The DOM reconciles the shop's paperwork and signs the 135.443 release, and costs flow to trip cost and accounting.
- 05
Engine trend to SDR to SMS.
The Caravan's oil-lab file comes back with iron over its limit. The DOM accepts the import, and the exceedance raises an alert. Inspection finds a reportable 135.415 condition, so the SDR draft is prefilled with the 96-hour clock running. The DOM submits it in the FAA SDR system and the confirmation is stored. A maintenance safety signal reaches the safety manager's dashboard, and the corrective action links to the work order.
- 06
Moving the Caravan in-house while the XLS stays put.
The DOM brings the Caravan in-house and keeps the XLS on the OEM program its owner requires. The Caravan's tracker export imports and our onboarding team builds the rest from template, including trend and oil-analysis history, so the 135.421(e) record stays continuous. The parallel run produces a differences report, every difference is explained or fixed, and the DOM signs off on the date they pick. The scheduler sees one board with two badged sources.
Do I have to leave my current tracker?
No. You can move your whole fleet in, move one tail at a time, or keep any tail with your current provider permanently. Externally tracked tails sync status into every quote and release, with source and freshness shown.
Can some tails be in Direct2 and others with another tracker?
Yes. Mixed fleets are a design case. Both show on one board, with a source badge on each tail.
What if a tail's tracker data goes stale?
After the threshold (24 hours by default, set per tail) the tail reads unknown, dispatch release is blocked, and the scheduler sees why. Stale data never shows green.
How long does a data build take, and who does it?
Six weeks or less per aircraft with a tracker export, and twelve weeks or less from paper only, with builds running in parallel. Our onboarding team does it, or you do it with guided import and per-type templates. You sign off each tail against its source records, and data-build errors are fixed at no charge.
What does onboarding cost?
Every onboarding, data-build and export fee is put in writing before you sign, with a three-year total cost of ownership. Talk to sales for the numbers for your fleet.
We still use paper logbooks. Is that OK?
Yes. Paper-primary is the default: your logbooks and the on-board 135.65 log stay the legal record, and we store the page reference and a scan of each signed entry. A tail moves to eLog only when your manual and your PMI accept it.
Can you scan our logbook backlog?
Yes. Scanning services are available as part of onboarding.
We have (a)(1) and (a)(2) aircraft. Does RII apply to everything?
No. The regime is set per aircraft from its type-certificated passenger seating. RII, the 135.443 release, vendor oversight and CASS apply only to (a)(2) tails, unless you elect 135.411(b).
How do you handle new ADs?
We monitor the Federal Register and DRS, and new ADs for your makes and models reach your queue within 1 business day. You decide applicability against each tail's serial number and configuration. Emergency ADs can ground affected tails immediately.
Do you file SDRs for us?
No, you file them. We flag reportable events, prefill the 135.415 report, track the 96-hour clock and keep your submission evidence. You submit it in the FAA SDR system.
How does MEL tracking work with scheduling?
Maintenance owns each deferral, and scheduling sees it read-only, with the restriction and the expiry countdown on every quote and release. B, C and D clocks exclude the day of discovery, and a one-time B or C extension is allowed only where your D095 permits it.
Do flight times post automatically?
They arrive as proposals from closed legs, and you approve them on one screen with anomalies highlighted. Posted totals are permanent records, so nothing posts unreviewed.
Can mechanics use it without Wi-Fi?
Yes, for reading due lists, work orders and documents and for entering squawks, which sync when they reconnect. Signing work, RII and return to service need a connection, so the signature can be verified.
We send heavy work to a Part 145 shop. Does that fit?
Yes. You get the approved-vendor list with audit expiry, outsourced work orders, 8130-3 receipt, repair orders with return dates, and reconciliation of the shop's entries into your records.
What about engine trend monitoring on our single-engine turboprops?
It's built in for 135.421(c)–(e): trend parameters, oil analysis with interval due items, and import of the trend and oil-lab files you already receive.
If we leave, do we get our data?
Yes. You get a complete export in PDF, CSV or spreadsheet and machine-readable form, including documents and audit trails, without needing our consent, and backed by escrow.
Will my PMI accept it?
It's built around 8900.1 records audits: an inspection package in under 15 minutes, a time-boxed inspector view, auditable N/A rationale, superseding-entry corrections and AC 120-78B signatures. Acceptance is between you and your PMI, and responsibility for regulatory compliance stays with the certificate holder.
Maintenance alone, or with scheduling and safety
Bring one tail. See your due list on our board.
Book a walkthrough with your own fleet in mind, or explore a fully populated sample operator with live-looking MEL clocks, AD queues and work orders.