A careful process, agreed before the work begins.

Every job starts with a conversation about the aircraft: what it is, how it is used and stored, what condition it is in, and what you want from the visit. A quick refresh before a trip and a thorough first clean after months outdoors are different scopes, and the quote should say which one you are getting.

This is also where boundaries are set. Detailing is cosmetic. If something looks like a maintenance item, it belongs with your mechanic.

Aircraft manufacturers publish handling and care guidance, often in the handling, service and maintenance section of the pilot’s operating handbook, and in maintenance manuals. Paint, transparency, avionics and interior manufacturers publish their own. Where those documents exist, they govern.

When aircraft-specific documentation is not available, the work stays conservative, and that limitation is explained before work is agreed. A product that suits one aircraft or material is not assumed to suit every aircraft.

Airports, FBOs and hangar owners set their own rules for outside service providers. Some require insurance certificates, permits or advance notice; some restrict water use or where washing can happen. These are confirmed for each request before anything is scheduled.

On-location service is a proposed model that is still being confirmed. Nothing is assumed about access to any airport, ramp, hangar or wash facility.

Before work begins, the aircraft’s existing cosmetic condition is recorded with photographs and notes: paint chips, scratches, decal edges, interior wear, stains. The record protects both the owner and the detailer, and gives the next visit a baseline.

A condition review is cosmetic. It is not an inspection and does not assess airworthiness.

Pitot tubes and static ports, sensors and probes, vents and drains, seals, transparencies, antennas, control surfaces and their gaps, and avionics are identified before cleaning starts. Protective covers or plugs are used as the owner or operator directs, and every item placed on the aircraft is tracked and removed before handoff.

Areas the operator does not want touched are agreed and respected.

Exterior cleaning method depends on the finish, how soiled the aircraft is, and what the location allows. A traditional wash, a low-water method and a dry wash each have a place. Leading edges, belly and exhaust areas usually need particular attention.

Beyond cleaning, any surface-specific work (for example a sealant on painted surfaces, or brightwork care) happens only when it was agreed in the scope and only where compatible with the surface. Specialized work such as paint correction, polishing and coatings is a proposed offering still being confirmed.

The cabin and cockpit are cleaned with methods suited to each material, and displays only in the way the avionics maker recommends. Seats and panels are not removed, and switches and systems are not operated.

The finished aircraft is reviewed against the agreed scope, ideally with the owner or operator. Protective items are confirmed removed. Anything noticed along the way that falls outside detailing, such as a cracked fairing, a loose seal or a stain that will not lift, is noted for the appropriate professional.

The handoff ends with a suggested interval for the next visit, based on how the aircraft is stored, how often it flies, who rides in it and the season ahead. It is a recommendation to review together, not a contract term.