Light aircraft cleaning, at the field it lives at.
For aircraft that sit outside all year. Leaded avgas staining, summer bug strike and composite airframes, handled at the GA fields where they are actually kept.
Urgent? Call us directly - 0333 404 7908
From Cessnas and Pipers to the Cirrus SR22 and SF50.
Whether you fly for fun or for business, we keep it clean.
Whether you fly for fun around the GA fields or for business, we keep your light aircraft clean through everything it picks up along the way.
From the lightest singles like Cessnas and Pipers, through to composite types like the Cirrus SR22 and the SF50. Covering over 44 English airfields, we make sure to cover your area too.
What you get
The same standard, scaled to the aeroplane.
We come to the strip
You do not need to worry about repositioning your aircraft. In a hangar or outside is completely fine by us, including the small fields, the PPR ones and the grass.
The same standard we use on a private jet
Consistent cleaning standards, whatever we are working on, to make sure your aircraft looks flawless.
Nothing aggressive on gelcoat or perspex
Composite and acrylic get products chosen for them, not whatever was in the van.
One booking for a group
Syndicates and shared aircraft handled as one job with one invoice, however you split it afterwards.
Leaded avgas leaves a different deposit to jet fuel. It is greyer, oilier and heavier, and it streaks back along the belly from the exhaust stack on every flight. It does not come off with a rinse.
Bug strike is far worse. Light aircraft fly low and slow through exactly the altitudes insects live at, so the leading edges, spinner and windscreen take a beating every summer - and insect residue is acidic.
Composite airframes are not aluminium. A Cirrus or a Diamond has gelcoat over composite, which is UV sensitive and does not want the same products or the same aggression as painted metal.
Perspex is not glass. Light aircraft windscreens scratch if you look at them wrong, and the wrong cleaner crazes them permanently. They want a dedicated product and a clean cloth, every time.
Then there is the ownership problem. In a syndicate nobody owns the cleaning, so it never gets booked - and the aircraft everyone shares is the one nobody looks after.
A light aircraft is cheaper than a jet. A respray still is not. Paint on a single piston runs well into five figures - and it can be avoided entirely with regular cleans.
What we do differently on a light airframe.
Smaller aircraft, but not a smaller amount of care.
Products chosen for the surface
Gelcoat, painted aluminium, perspex and rubber all want something different. The wrong product on a windscreen is permanent, and it is the single most common mistake we see.
Waterless, so the field does not matter
No hoses and no runoff means we can work on a grass strip with no facilities as easily as on a paved apron.
Priced for a light aircraft
A single is a smaller job and should cost like one. We quote by airframe rather than applying a jet rate to a Cessna.
Groups and syndicates
One booking, one invoice, split however you like - so the aircraft actually gets cleaned instead of everyone assuming someone else arranged it.
Regular maintenance cleans keep a finish alive far better than an annual effort to clean the aircraft after a whole season of baked-on deposits. Everything comes off easily while it is fresh.
Timing helps too. A clean going into winter removes the acidic residue that would otherwise sit on the paint for four months, and one coming out of it clears what the weather left.
For a based aircraft a scheduled visit is cheaper than callouts and removes the decision entirely - which, in a group, is the whole problem solved.
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 the type and the airfield.
Let us know what it is, where it sits and whether it is metal or composite. We will price it properly.
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