01
Moisture control
Low-moisture technique throughout, with volume controlled around seals, drains, bays, antennas and any bonded joint.
Standards & safety
The rules we work to,
written down.
Aircraft-safe method, a clearly bounded scope, disciplined coordination and documented handback — on every visit, on every airframe.
01Position
Appearance care, clearly bounded
We are not
a maintenance provider.
That sentence is the foundation of everything else on this page. Knowing exactly where appearance work ends is what makes us safe to have on your ramp.
Aircraft appearance work sits adjacent to maintenance and is constantly tempted into it. A polished surface reveals a crack. A cabin detail finds a failed seal. A boot dressing exposes lifting. In every one of those cases the correct action is the same: stop, document, report, and refer it to the operator's approved maintenance provider.
We do not perform, advise on, or make representations about maintenance, airworthiness or aircraft condition. We do appearance work, we do it to a high standard, and we tell you exactly what we saw while we were doing it.
See how a visit runs02Aircraft safety
Protecting the airframe
from the work.
Most damage caused during appearance work is caused by method, not by malice. These are the specific things we control for.
02
Sensors and ports
Probes, static ports, vanes, vents and drain masts identified and protected before any contact, then logged off and accounted for at handback.
03
Chemistry selection
Products chosen for compatibility with certified paint systems, composites, acrylic, elastomers and cabin materials — not for cutting speed.
04
Material removal
Correction staged from least aggressive, assessed between stages, and stopped well inside the limits of the paint film or the polished metal.
05
Isolation and masking
Adjacent surfaces, placards, decals, seals and de-ice boots masked before compounds, machines or chemistry come near them.
06
Foreign object discipline
Tools, media, covers and consumables controlled and counted. Nothing is left on, in or under an aircraft we have worked on.
Discretion
Nothing leaves the job
Owners, flight departments and brokers all need the same thing from a vendor with ramp access: someone who does not talk about the work, the aircraft or the client.
- No client, aircraft or tail number published without written permission
- No confirmation of an engagement to any third party
- Crews briefed on confidentiality before every dispatch
- Confidentiality agreements signed on request
Quality control
Checked against what was agreed
Quality control is only meaningful if there is a written scope to check against. That is why the scope is written first, every time.
- Scope agreed and recorded before dispatch
- Structured walkaround against that scope before handback
- Rework completed before the aircraft is handed back
- Completion record and condition findings issued to you
03How a visit runs
Six steps,
every time.
The sequence does not change with the size of the job. Select any step to see what happens and what we need from you.
Step 01 / 06
Request received
You send the aircraft, the airport and the window. Nothing else is needed to start.
- Tail type and current location
- The ground time you actually hold
- What the aircraft needs, in your words
Step 02 / 06
Scope confirmed
We review condition, agree what is realistic in the time available, and write the scope down.
- Condition review against the request
- Scope written and confirmed with you
- Anything outside appearance work is flagged
Step 03 / 06
Access coordinated
We deal with the FBO, hangar tenant or flight department so your crew does not have to.
- FBO or hangar contact established
- Badging and ramp requirements handled
- Location and timing confirmed in writing
Step 04 / 06
Service underway
Specialist crews work the agreed scope with aircraft-appropriate methods and products.
- Aircraft-safe methods throughout
- Sensors, seals and placards protected
- Scope changes agreed before they happen
Step 05 / 06
Quality review
A structured walkaround against the written scope before anyone calls the work finished.
- Walkaround against the agreed scope
- Rework handled before handback
- Condition findings recorded
Step 06 / 06
Handback
The aircraft is returned to the line with a completion record and anything we noticed along the way.
- Completion record issued
- Observations passed to your team
- Follow-on work proposed, never assumed
Claims policy
We publish what we can prove.
You will not find invented statistics, unverifiable guarantees, borrowed testimonials or certification claims on this site. If it is not on here, it is because we have not yet documented it — not because it is hidden.
- No published response-time or turnaround guarantees
- No testimonials or client references without written permission
- No certification or approval claims beyond what we can evidence
- No published pricing, because scope genuinely varies per aircraft
- Documentation shared directly with the party engaging us
04Questions
About how we operate.
Insurance requirements vary by facility and by operator, and the specifics are shared directly with the party engaging us. Ask at scoping and you will get documentation rather than a claim on a web page.
It is reported to you immediately, documented, and handled through the proper process. A vendor who has never had an incident is a vendor who has not worked many aircraft — what matters is how it is handled when it happens.
Yes. Confidentiality is our default regardless, but where an owner, flight department or broker needs it formalised we are glad to sign.
Immediately, and it is one of the more useful things we do. We would much rather refer a job to your maintenance provider than take it on and put you in a difficult position.
Next step
Ask us the difficult questions first.
Scope boundaries, insurance, confidentiality, method — all of it is easier to settle before a crew is on your ramp than after.