With that in mind, I reached out to Mark Rubin of New England Aircraft Detailing to find out the latest techniques, technology, and tips for rejuvenating and maintaining an aircraft’s paint and interior like a pro.

According to Rubin, a professional detailing project starts with good preparation. The aircraft should be moved out of the sun and the elements (borrow a hangar if needed). This is very important because you don’t want dust and dirt contaminating the process, and also because the compounds, polishes, and coatings used should be applied to cool surfaces out of direct sunlight. Next, all windows, pitot and static ports, and any other sensitive surfaces or openings should be taped off to avoid damage or water infiltration. Be sure to make a list of everything taped so that you can ensure all of the tape is removed after the job is complete.

The detailing process begins with spot removal of bugs, soot, grease, and dirt using dedicated products designed for each type of contaminant. After the spot cleaning is complete, the entire airplane is washed. Most professionals have moved from wet washing to dry-wash processes for both convenience and environmental purposes.

Once the surfaces are completely clean, the paint restoration process can begin. Painted surfaces oxidize, fade, and scratch over time. The only way to restore the surface is to remove a very thin layer of damaged paint, revealing the underlying smooth, clean, and bright paint. You want to remove the minimum amount of paint required and absolutely no more. Always start with the least aggressive compound first. Common product terms are “polish” (least aggressive), “finishing compound” (moderately aggressive), and “rubbing compound” (very aggressive). If you stay within a single restoration product line such as 3M or Meguiar’s, manufacturers generally grade each of their products on a scale of aggressiveness or grit. Compounds are more aggressive and are used to remove oxidation, swirl marks, and scratches. Finishing compounds remove the lighter scratches and swirls (such as those left after using rubbing compound), and lighter defects can be remedied with a polish. It is just as important to choose the correct pad. There are different levels of compound and polishing pads that match with the aggressiveness needed and the product being used.

The paint restoration process is an iterative one, and you have to repeat it with each finer-grit step until you reach the final polish stage. For example, if you start with rubbing compound, you then need to proceed to the finishing compound, followed by polish. However, if you can get a satisfactory result with only polish, you’ll be done in only one pass.

A word of caution when using polishers: Polishers can easily damage an aircraft and even pose a risk to the user. Use appropriate protective gear (gloves, safety glasses, etc.) and get proper training before operating any polisher. Practice using a polisher or buffer on a surface that is not your aircraft until you feel skilled enough to proceed. Avoid using the polisher on any rivets, as it can remove the paint from the rivet heads and even wear down the heads themselves. Make sure that the power cord is over your shoulder, in order to prevent it from getting wound up in the polisher or rubbing on the paint. When in doubt, polish by hand. It may take longer and involve more work, but it will avoid the risk and still produce a great result.

Once the aircraft paint surface has been restored, it must be dry-washed again with an alcohol-based product to remove any residue from the polishing. When this is complete, you can move to the final stage: applying a paint protectant.

There are two popular classes of modern paint protection: ceramics and polymers. Both have their place in aviation. Ceramic coatings provide a permanent, clear, protective layer that produces a shine and high gloss that typically lasts two to five years. Ceramics are excellent at repelling water, resisting extreme temperature and UV damage, and making future contaminant and bug removal a breeze. However, the chemicals used in ceramics are toxic and take some skill to apply properly. Some people have expressed concern about the use of ceramic coatings on composite aircraft because of anecdotal reports of an increase in static radio noise. Rubin has not received any reports of static issues after coating composite aircraft, and went so far as to contact the ceramic coating manufacturers to confirm that the products he uses are safe for use on composite aircraft and should not cause static issues.

Polymer coatings are more flexible and lightweight compared to ceramics and are not considered permanent coatings. They bond to the paint, but generally do not create future touch-up repainting issues, which can be a problem with ceramics. Polymer coatings produce an excellent shine and high gloss, reduce UV damage, are generally nontoxic, and typically last for one to two years.

When I asked Rubin for some product recommendations, he mentioned the Mobile Aircraft Detailing Kit by Real Clean Aviation Products, which includes all the products necessary for a waterless exterior clean. He also uses Prist for windscreen cleaning and Perrone products for leather cleaning. Above all else, avoid using dish detergents, ammonia, acetone, chlorine, or pressure washers. Always use a product that has been proven safe to use on aircraft. Assume that non-approved products may lead to corrosion or other damage.

Summer is here and there’s no better time to spend a day at the airport making your airplane shine like new. Until next time, I hope you and your families remain safe and healthy, and I wish you blue skies.