Compare
The decisions, answered.
Every one of these is a real choice someone has had to make about an aircraft. Each page commits to an answer — including the times the honest answer is the one that earns us less.
vs Dry wash between trips, wet wash when the soil load is heavier than film. Neither one substitutes for the other, and that line is drawn by what each method removes, not by preference. Read the answer → vs Rinse-less, unless the ramp allows no water or the airframe carries nothing more than a dusting. It takes a wider band of soil and it is the gentler of the two when it is done to method. Dry wash is the right answer inside its limits and a poor one outside them. Read the answer → vs Coat paint you intend to keep. On paint already booked for the shop, wash it correctly instead and coat the new finish while it is perfect. Read the answer → vs Correct the paint only when the gauge shows the film can afford it; if a repaint is within a year or two, or the paint has already been polished more than once, live with the defects and protect what is left. Read the answer → vs Correct while the film is sound. Once the clearcoat itself is failing, polish is a delaying tactic and the repaint is the job you are actually buying. Read the answer → vs Maintenance is how you reach the repaint interval in good condition, not how you avoid it. If the paint is due, paint it. Read the answer → vs Keep routine washes and cabin resets in-house where your crew is trained and doing them weekly, and contract correction, coating, brightwork and recovery work out, because those are a different job to washing and the deciding factor is not skill, it is who carries the loss. Read the answer → vs If the aircraft flies more than occasionally, put it on a program: contamination lifted early still releases with lubrication, contamination left to bond has to be abraded off, and abrasion spends clearcoat that only a repaint replaces. Read the answer → vs Sellers detail before. Buyers detail after. If you are buying, the polish you order this week erases the findings you are paying an inspection team to hand you. Read the answer → vs Deep clean first, every time — then decide about refurbishment with a clean cabin in front of you. The exception is material failure: when the leather, the veneer or the foam has actually gone, cleaning only delays the conversation you should be having with a completion center. Read the answer → vs Paint it, unless you actively want the polished look and will fund a recurring schedule for as long as you own the aircraft. Read the answer → vs Hangar it, without qualification. Nothing else you decide has a longer lever on how long the paint and the cabin last, and a Georgia summer on an open ramp is about as hard a year as a finish can have short of salt air. Read the answer → vs Clean before. Detail after. Two different scopes, and no single visit does both properly. Read the answer → vs Aviation-qualified products, without exception. This is the one comparison on this site with no legitimate second option: an automotive product on an airframe is not a cheaper version of the same thing, it is a different product that was never tested for the job at all. Read the answer → vs Recondition first. It works more often than owners expect, and it works whenever the grain is still sound. Replace the moment the grain has cracked, a bolster has gone through to the substrate or a seam has failed, because past that point no finish saves it. Read the answer → vs Extract first. Cabin carpet recovers far further than almost anyone expects when the soil is lifted rather than driven into the backing, and replacement is a certification job with lead time, so it earns its place only when the carpet has genuinely failed. Read the answer → vs Treat the source. Fragrance gives you a cabin that smells of two things, and the original one comes back at altitude with passengers in it. Read the answer → vs Include the belly and gear. It is the least glamorous part of the aircraft and the part with the most at stake: accumulated belly soil holds corrosive material against structure, and an exterior-only wash never reaches it. Read the answer → vs If the aircraft is sound and only the presentation has slipped, book the reset. If the condition itself has changed, only a full detail will move it, and no number of resets will get you there. Our standing recommendation is a full detail on a defined cycle, with resets between trips to hold it. Read the answer → vs Book a week out, every time, with a short reset the evening before if it has to be flawless for the principal. Read the answer →
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