Exterior Dry Wash at Malta International Airport (LMML)

How does waterless cleaning work on the ramp at Malta International Airport?

The process begins once ground power is connected and the aircraft is released by the handling agent. Our technician performs a walk-around inspection, photographs any existing marks and then applies a high-lubricity dry-wash solution panel by panel. The chemistry encapsulates dirt and soot so that a microfibre cloth lifts contamination without scratching the clearcoat. No hose, no runoff, no need for a wash bay.

We work methodically from nose to tail: fuselage sides, upper crown, wings and winglets, empennage, nacelles and engine inlets. Bug strikes on the leading edges and radome receive extra dwell time; exhaust staining around the tailpipe gets a separate degreaser. The belly and gear bays are treated with a solvent-based product that cuts through hydraulic film and brake dust, then wiped clean. Exterior windows and position lights are polished last. The entire operation takes three to eight hours depending on aircraft size, and the stand remains available for other ground services throughout.

What changes at Malta International Airport that affect exterior cleaning?

Malta International Airport operates H24 with two runways—13/31 at 3,350 metres and 05/23 at 2,373 metres—and handles business aviation on Apron 3, the General Aviation Park accessed through Gate 1. Two handling agents are present: Executive Aviation Malta (ExecuJet Malta), which lists 24-hour operation and hangarage, and DC Aviation Malta, which maintains a VIP lounge on the same apron and a reception desk in the main departures hall. Both can arrange airside escort for our technicians and coordinate stand time when the aircraft is between legs.

The Mediterranean climate brings intense ultraviolet exposure from late spring through early autumn, which accelerates oxidation on dark paint and bakes bug residue onto leading edges within hours of a flight. Sea salt in the air forms a fine haze on windows and control surfaces, particularly after overnight cold-soaking. Winter months are milder but wetter, and morning dew can carry dust from North Africa when the sirocco blows. A dry wash removes all of it without adding water to an already humid environment, and the hydrophobic finish helps the next rain sheet off cleanly.

Why choose a dry wash instead of a traditional rinse between scheduled details?

A dry wash maintains appearance without the logistics of a water source, wastewater capture and a dedicated wash pad. At many airports—including those with strict apron-runoff rules—rinseless or dry methods are the only option outside a hangar. The chemistry we use is approved for daily use on modern basecoat-clearcoat systems and will not strip wax or sealant, so the protection applied during your last polish remains intact.

For an aircraft in regular charter or owner-flown service, a dry wash every two to four weeks keeps the exterior presentable and makes the next full detail faster. Bug strikes and exhaust soot are easier to remove when they are days old rather than weeks old, and the technician can spot new paint chips or leading-edge erosion before they spread. The photo report provides a timestamped record for the tech log, which is useful if you need to demonstrate care of the airframe between inspections.

What does the degreasing of the belly and landing gear involve?

The underside of the aircraft collects hydraulic mist, oil weep, de-icing-fluid residue and runway grime that a fuselage wash will not touch. We apply a solvent-based degreaser to the belly panels, gear doors, struts, wheels and brake assemblies, allow it to dissolve the film, then wipe and buff the surfaces. Heavy buildup around the gear bays and nacelle undersides may require a second pass.

Degreasing serves two purposes: it improves the appearance when the gear is extended during a pre-purchase inspection or ramp tour, and it prevents grime from migrating onto the fuselage or into door seals during retraction. We take care around brake lines, hydraulic fittings and electrical connectors, using lint-free cloths and avoiding high-pressure spray that might force contamination into bearings. The result is a clean, dry undercarriage that photographs well and shows the aircraft has been maintained beyond the minimum.

How do you handle airside access and coordination with the handler at Luqa?

We hold permanent airside passes for Malta International and coordinate each job through the handling agent named on the general-declaration. The handler arranges our escort onto Apron 3, confirms that the aircraft is released from the inbound flight and notifies us when ground power is available. If the turnaround is short—less than four hours—we prioritise the fuselage sides, wings and tail so that the visible surfaces are clean even if we must defer the belly to the next stop.

For overnight or multi-day stops, we schedule the wash after the crew has departed and complete the work before the pre-flight inspection. The handler receives a copy of the photo report, and we update the captain or chief pilot by email with before-and-after images and any remarks about paint condition. If hangarage is arranged through ExecuJet, we can perform the dry wash inside, which is preferable during high winds or if the aircraft has just been de-iced and the surfaces are still damp.

What documentation and reporting come with each exterior dry wash?

Every service includes a digital photo report: wide shots of each side, close-ups of any pre-existing paint chips or scratches noted during the walk-around, and after images showing the cleaned surfaces. The report is timestamped, geotagged to the airport and delivered as a PDF within two hours of completion. Many flight departments file it in the tech log as evidence of ongoing care, and it provides a baseline if new damage appears on a subsequent leg.

We also note the products used—manufacturer, batch number and any specific treatments such as extra degreaser on the belly or additional bug-removal passes on the radome. If we observe anything that warrants attention—a fluid leak, a loose fastener, a crack in a window seal—we photograph it, inform the handler immediately and include it in the report. The goal is to give the captain and maintenance team a clear record of what was done and what was found, so there are no surprises at the next inspection.