One standard, across every tail you manage.
A single cleaning arrangement covering the whole managed fleet, whatever it is and wherever it sits. Photo reports you can forward to the owner without editing.
Urgent? Call us directly - 0333 404 7908
You are answerable for aircraft you never see.
So the reporting matters as much as the cleaning.
An owner rings about their aircraft at a base three hundred miles away and asks how it is looking. You are relying on whoever cleaned it last to have done what they said, and on someone having checked.
Every visit we make ends with a dated photo report - what was done, before and afters, and anything we noticed that you would want to know about. It exists so you can answer that question without a phone call.
The one thing they inspect personally is the aircraft they are about to get into, and they inspect it every single time.
That is unfair, and it is also how it works. A tired cabin quietly undermines a year of competent management, and a sharp one quietly reinforces it.
It shows up in the money too. Condition is a direct input to residual value, and residual value is something the owner will hold you accountable for when the aircraft eventually goes to market.
Neglect compounds. Insect residue is acidic, exhaust staining bonds to paint, and a spill left in a carpet stops being a cleaning job and becomes a refurbishment line item.
The FAA treats washing as corrosion prevention in Advisory Circular 43-4B. Worth keeping the interval regular rather than leaving it until someone notices.
None of it is expensive to stay ahead of. All of it is expensive to catch up on.
What the owner walks up to.
The standard we hand back.
Drag the slider to compare. This is the difference between an aircraft that has been kept and one that has been let go.
Exterior - exhaust staining lifted, belly degreased
Interior - carpet extracted before the stain set
Managing a fleet is a coordination problem.
We aim to be one less thing on that list.
One supplier, every base
A managed fleet is rarely in one place. We cover 30+ English airfields, so the aircraft gets the same standard wherever it happens to be sitting that week.
Evidence on file, whether it gets asked for or not
Every clean comes back as a report, dated and itemised, so you can answer for the aircraft whenever you need to - and forward it as it is if the owner does ask.
We flag what we find
Our technicians are on the aircraft in daylight, close up. If we see damage, a leak or wear you should know about, it goes in the report.
Ready whenever the owner wants it
We work nights, weekends and the gaps between legs, while the aircraft is on the ground anyway - so the clean is finished before anyone is waiting on it.
Put each aircraft on a cycle that matches how it actually flies - a hard-worked tail would receive cleaning more often than an aircraft moving twice a month - and the upkeep happens without anyone raising a ticket.
When something comes up outside the cycle, we cover it. Owner flying tomorrow, aircraft came back dirty, nobody told you until this morning - that is a normal day for us.
And if an aircraft moves base, the arrangement follows it. No new supplier, no new induction, no drop in standard.
Xperior has been nothing short of exceptional for our PC12 fleet. Flexibility, availability, quality of work when compared with the price is a no-brainer. Cannot recommend them enough.
Start here
Tell us what you manage.
Send us the tails and their bases and we will come back with a programme rate for the fleet and a per-visit price.
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