Complete Detail at Lyon-Bron (LFLY)

What does Complete Detail at Lyon-Bron include?

The package starts with a rinseless exterior wash, followed by clay-bar decontamination to lift bonded contaminants the wash alone will not remove: industrial fallout, tree sap, insect protein and exhaust residue. Once the paint is clean at a molecular level, we apply a single-stage machine polish to correct light oxidation and restore gloss, then finish with a hydrophobic sealant. Brightwork—nacelle lips, landing-gear chrome, exhaust surrounds—is polished by hand.

Inside, every cabin surface is cleaned according to OEM material specifications: leather is conditioned, carpets and soft goods are shampooed, galley and lavatory fixtures are disinfected, and the flight deck receives a no-touch avionics wipe-down. We finish with a broad-spectrum disinfectant fogging of the pressure vessel. The final deliverable is a digital photo report showing before-and-after images of paint, brightwork, cabin zones and gear bays, useful for pre-buy documentation or maintenance records.

How long does a complete detail take at Lyon-Bron, and where does the aircraft sit?

Duration is two to five days, driven by aircraft size, paint condition and whether we encounter surprises in the belly or gear bays. A super-midsize jet in reasonable condition typically takes three days; an ultra-long-range airframe that has spent a northern-European winter on the ramp may need the full five. We work in a hangar whenever possible: it gives us controlled temperature for polish curing, eliminates the risk of rain between stages, and keeps the cabin climate stable while we shampoo soft goods.

The handling agent will coordinate hangar availability and tow the aircraft on and off the stand. If you are scheduling between revenue legs, build at least one buffer day into the window; paint decontamination cannot be rushed, and a cold-soaked airframe in January will need time to reach ambient temperature before we apply any product. We send progress updates each evening so the flight-department manager knows exactly where we are in the sequence.

What changes at Lyon-Bron compared with other French business-aviation airports?

Lyon-Bron sits at 659 feet elevation, ten kilometres east of Lyon city centre, and operates a single runway—16/34, 1820 metres—long enough for the super-midsize and ultra-long-range jets we typically detail. The airport is not slot-coordinated, so scheduling a multi-day detail visit does not require the same advance notice you would need at Le Bourget or Nice. Because the entire aerodrome is dedicated to business aviation, the handling agents present at the airport are accustomed to third-party service providers working airside, and the apron is quieter than a mixed-traffic field.

Aéroports de Lyon operates both the airport and the business-aviation handling, which simplifies coordination: one entity issues the airside escort, arranges the hangar and signs off on the stand release. The airport has no published curfew in our data, but always confirm noise restrictions with your handler if you plan an early-morning departure immediately after the detail. Lyon-Bron ranks as France's third business-aviation airport by movement count, so expect familiarity with corporate flight operations and a steady flow of Citation, Challenger and Gulfstream traffic on the apron.

What does the handler expect when a third-party detailing crew arrives at LFLY?

The handling agent will ask for a list of personnel names and passport numbers at least 24 hours before we arrive, so airside passes can be prepared. On the day, we check in at the business-aviation terminal—the entire airport is dedicated to business and general aviation, so there is only one terminal to find—collect our escorts, and meet the aircraft on stand. The handler expects us to bring our own equipment: pressure washers, polishers, vacuum extractors, trestles and lighting. They will provide GPU if the detail requires cabin power overnight, and they will tow the aircraft into and out of the hangar on a schedule we agree in advance.

If you want the tech log signed for any squawks discovered during the detail—a loose inspection panel, a static port cover left in place, a frayed seatbelt—tell the handler at the start so they know to route our notes to the captain or your maintenance controller. The handler also coordinates waste disposal for spent polish compound, used microfibre cloths and waste water, ensuring everything meets local environmental rules. Clear communication at the front end means the aircraft is back on the ramp, photo report in your inbox, exactly when you expected.

When should an operator schedule Complete Detail rather than a simpler wash?

Complete Detail makes sense once or twice a year, or whenever the aircraft's appearance affects its value. Flight departments typically schedule it in the spring after a winter of de-icing fluid and road-salt spray, or in the autumn before the aircraft enters a busy charter season. It is the reference standard before a pre-buy inspection: a buyer's surveyor will note paint condition and cabin state, and a freshly detailed aircraft photographs better and signals that the seller has maintained the airframe consistently.

If you are preparing for a delivery—either taking ownership of a pre-owned jet or handing one back at lease-end—Complete Detail ensures the appearance matches the maintenance record. It is also the right choice when you know the paint has not been polished in two or three years: at that point, a dry wash alone will clean the surface but will not restore gloss or remove the haze that comes from oxidation. The photographic report becomes part of the aircraft's documentation, showing exactly what was done and what the paint looked like afterward.

How does the photographic report work, and who receives it?

We shoot before-and-after images of every exterior zone—fuselage panels, wing leading edges, nacelles, belly, winglets, tail—and key interior areas: cabin seating, galley, lavatory, cockpit panel surrounds and carpet. The images are date-stamped, organised by airframe section, and delivered as a PDF within 24 hours of the aircraft leaving the hangar. You can forward the report to your maintenance-tracking system, attach it to a pre-buy data room, or simply file it as proof of the detail for your own records.

Some operators use the report to justify residual-value clauses in a lease return, or to show a prospective buyer that the aircraft has been maintained beyond the tech-log minimum. The photo set also helps the next detail crew: they can see what the paint looked like six months ago and tailor their approach accordingly. If you want specific angles or close-ups—for example, a detailed record of a repaired leading edge or a newly reupholstered seat—let us know at the start, and we will add those frames to the standard set.