FAQ
Flight-line
answers.
The questions operators, flight departments and brokers actually ask us — answered without marketing language and without claims we cannot support.
01Questions
Working with us
Send the aircraft type, the airport, the window you hold and what the aircraft needs through Ramp Dispatch. A coordinator follows up to confirm scope, access and availability before anything is booked.
No. Surface area, condition, access and the scope you actually want vary so much between airframes that a published rate would be misleading. Every quote is written against a specific aircraft after a condition review.
We will not publish a guarantee we cannot hold on a real ramp. What we will do is tell you honestly what your specific window can carry, before anyone commits to it.
Regularly. We take instruction from whoever engages us, confirm the reporting line in writing at the start, and make no representation about aircraft condition to any party.
02Questions
Method and safety
Aircraft carry probes, static ports, bonded seals, composite panels, placards and certified paint systems, all with defined tolerances. Method and chemistry are selected from those limits, and anything approaching a maintenance action is referred out.
Minimally, by design. The exterior program is built around low-moisture technique, which is what makes it workable on ramps with drainage restrictions and safer around seals, bays and sensors.
It is documented and reported to you immediately, and it is not touched. Corrosion, cracks, lifting paint, delamination, leaks — all of it goes to your approved maintenance provider rather than being worked around.
No, deliberately. We perform cosmetic appearance work only. We do not perform, advise on, or make representations about maintenance, airworthiness or aircraft condition.
03Questions
Scope and results
Cleaning removes what sits on the surface. Removing defects within the surface is correction work — a separate, staged discipline limited by what the paint film or polished metal can safely give up, and quoted after assessment.
Yes, and matching is the majority of the work. It is done on the aircraft in the cabin's own light and blended into adjacent panels, because a match made under hangar lighting against a swatch card rarely survives a sunny cabin.
It depends on the product, the operating environment, storage and how the aircraft is washed between visits. We give you the realistic expectation for your situation rather than a headline figure.
Fine scratches and haze, yes — within the window manufacturer's material-removal tolerance, which we treat as an absolute limit. Crazing, delamination and anything near a serviceability limit is referred to maintenance.
04Questions
Logistics
Either, decided by scope, weather, facility rules and access. Correction, coating and restoration work is better in a hangar and sometimes requires one. The location is confirmed in writing before dispatch.
IAD, HEF, DCA, BWI, MTN and JYO are the fields we work most often, plus nearby airports across the Washington, Virginia and Maryland corridor by arrangement.
We do. Establishing the contact, handling badging and access requirements and confirming the location is part of every engagement.
Yes, and it is common. Crew movement, catering and fuelling are all planned into the service window, and cockpit work is only performed to an agreed limit.
05Questions
Discretion
Not without written permission. No client, aircraft or tail number is published, and we do not confirm engagements to third parties.
Yes. Confidentiality is our default regardless, and we are glad to formalise it where an owner, flight department or broker needs that.
Because we do not publish client references without written permission, and we would rather show none than invent any. Documentation and references are shared directly with the party engaging us.
Next step
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