You make the decisions. The system does the counting.
You're the DOM, the IA, the parts manager and the records clerk. Direct2 counts the clocks, filters the ADs and blocks what has to be blocked, and leaves applicability, deferral and return to service to you.
- MEL Cat B · C
- 135.411(a)(2)
- 135.415
- 135.185
Sound familiar?
The scheduler calls before every trip. The binder answers.
"Is the King Air good for Thursday?"
Every quote and every release starts with a phone call to you, because the schedule can't see your due list or your open deferrals.
Hours typed twice
Pilots write times on a trip sheet, someone types them into the scheduler, then someone types them again into the tracker. The mismatch shows up at the next inspection.
ADs from a newsletter
A new AD publishes overnight. Whether it reaches you, and whether it applies to your serial numbers, depends on who reads what that week.
What you get
Your fleet, your timeline, and nobody calls to ask.
An AD queue filtered to your fleet
New ADs reach your queue by the next business day, pre-filtered to the engines, airframes and appliances you fly. You check effectivity against each serial number and installed configuration, record N/A with a rationale, and open a work order where it applies.
Emergency ADs ground first, ask second. Enter one from a direct notice and the affected tails turn red. The DO is told before anyone can dispatch.
Keep your tracker, or move in, one tail at a time
Each tail chooses its system of record. Keep the tracker an owner's program or a lessor requires, and move the rest in on the date you pick. Dispatch sees one board with every source badged.
Stale shows red, never green. If a synced tail's data goes stale, its release is held until the data is current again.
- Maintenance
LLP hard block
A life-limited part at its limit blocks the tail. A replacement clears the block only when it's received with its 8130-3 and installed on the record.
- Maintenance135.411(a)(2)
Work orders with RII
Work the card on a phone or tablet. On (a)(2) tails the RII inspector is notified automatically, and an independent sign-off is required. Sign-off and return to service need a connection.
- MaintenanceScheduling
Hours you review, not hours pushed
Flight times reach you from close-out as proposals. A Hobbs-versus-block mismatch is highlighted, and nothing posts until you approve.
- Maintenance
A technician app for the hangar
Reads and squawks work offline in the hangar and sync when there's signal. Photos attach to the squawk.
A day with Direct2
Squawk to return to service.
One inoperative item on the PC-12, from the DOM's desk.
See the Maintenance moduleDay 1 · 16:20
At an outstation, the PIC finds an inoperative item and phones it in. Dispatch logs it on the pilot's behalf in under a minute, with the discovery time recorded.
Day 1 · 16:45
You defer it as Category C. The clock counts 10 days, not counting the day of discovery. The restriction appears on every quote and release for that tail, and the FRAT picks it up.
Day 2
You order the part on a PO shipped to the outstation. Nobody from scheduling calls, because the countdown is on their board.
Day 6
The mechanic replaces it, working from the work order on their phone, and signs the return to service. The deferral clears only because a corrective action and an RTS signature exist.
Across the three modules
Bring one tail. Keep the rest where they are.
We'll load one aircraft's due list and open deferrals, show dispatch what you see, and walk through an AD from queue to sign-off with a maintenance specialist.