Exterior Dry Wash at Olbia Costa Smeralda (LIEO)
Ramp-side waterless cleaning for business jets serving the Costa Smeralda season
Exterior Dry Wash at Olbia Costa Smeralda is a waterless cleaning service for super-midsize through ultra-long-range business jets operating into Sardinia's busiest seasonal airport. We work directly on the apron or inside the Eccelsa Aviation General Aviation Terminal, coordinating with handling agents present at the airport to fit the wash between legs or during overnight stops. The service removes bug residue, exhaust soot and hydraulic film without runoff, using aviation-approved rinseless products across the fuselage, wings, empennage, nacelles, belly and gear bays. Timing is built around slot constraints and turnaround windows, particularly during the July–August peak when ramp access and handler schedules are tightest.
05/23 · 2745 m
AIP and airport data37 ft
3 km
Olbia town centre3 on the airport
independent, no affiliationEccelsa Aviation General Aviation Terminal (opened 2009, ~4,000 m², aircraft-side wing sheltering up to B737/A320)
How does a dry wash fit into a turnaround at Olbia?
Handler expectations are straightforward: we arrive with airside escort, confirm the stand and GPU status with the line crew, and begin once the aircraft is chocked and the captain signs the tech log release. Most washes happen while passengers disembark and the cabin team works inside, or during a longer ground stop when the aircraft is scheduled for a return leg the same evening.
Duration ranges from three hours for a super-midsize to eight for an ultra-long-range jet. If the turnaround is short—common during peak season when aircraft shuttle between Olbia and northern Europe twice in a day—we prioritise the upper fuselage, wings and windows, leaving the belly for a deeper overnight session. Handler coordination is tighter in summer: the apron is busy, GPU and tug movements are constant, and any delay in releasing the stand affects the next arrival.
Recurring work is simpler. When an aircraft is based at Olbia for the season or returns weekly as part of a charter block, we establish a standing schedule with the flight department and the FBO, so the wash happens predictably every two to four weeks without fresh PPR paperwork each time.
What changes at Olbia Costa Smeralda between winter and summer?
Olbia sits at 37 feet elevation, three kilometers from the town centre, with a single runway—05/23, 2,745 metres—and is slot-coordinated year-round. The airport is intensely seasonal: traffic is driven almost entirely by Costa Smeralda tourism, and July and August see 3,000 to 4,000 movements per month. Most airline routes disappear after September, and general aviation follows the same pattern.
Handling agents present at the airport include Eccelsa Aviation, AviaVIP and Sky Services. Eccelsa operates the only dedicated general aviation terminal, a 4,000-square-metre facility opened in 2009 with an aircraft-side wing that can shelter jets up to B737 or A320 size. The terminal runs from 07:00 to 22:00 local, with paid extensions available on request. From 1 June to 30 September, Olbia Ground extends its hours to 06:00–22:00 UTC, and all GA movements require PPR filed with the operator. Avgas waits can stretch to 90 minutes during the June–September window.
For a dry-wash crew, summer means tighter ramp discipline, longer handler queues and hotter surface temperatures—nacelles and belly panels stay warm well into the evening, which speeds drying but demands more frequent product reapplication. Winter offers calmer aprons and flexible timing, though the client base thins considerably.
Why does Sardinian summer weather demand frequent exterior cleaning?
Coastal Mediterranean heat accelerates everything. Exhaust soot bakes onto nacelles and the aft fuselage within days; bug strikes accumulate on leading edges and windscreens during climb-out over the Tyrrhenian; and sea salt—though Olbia is not directly on the shore—drifts inland on the prevailing wind and leaves a fine haze on brightwork and windows. Aircraft parked on the apron under July sun see cabin temperatures climb quickly, and any film on the exterior glass compounds glare for the cockpit crew.
A dry wash every two to four weeks keeps the paint clean and the hydrophobic coatings on the windscreen effective. Bug residue, if left beyond a week, etches into the clearcoat, especially on the nose and winglets. Hydraulic mist from gear retraction, common on older aircraft, combines with dust to form a sticky film along the belly and gear-bay doors that a simple wipe will not shift; degreasing is part of every exterior wash we perform here.
What does the handler need from a third-party detailing crew at this airport?
Every FBO and line crew expects the same essentials: current airside passes for every technician, clear communication about which stand the aircraft is on, and no interference with their own turnaround checklist—fueling, GPU hookup, catering, tug positioning. We confirm stand assignment and aircraft status with the handler before we approach, and we stay off the tech log until the captain or dispatcher gives the nod.
Eccelsa and the other handlers expect us to bring our own kit—no borrowing ladders, no tapping into their water supply (we carry our own for rinsing mitts and final wipes), and no runoff that might stain the apron or trigger an environmental query. If the wash runs past the FBO's standard hours, we coordinate the extension cost and the security escort in advance, not on the day.
Summer brings an added layer: slot discipline. If the aircraft has a narrow departure window and the wash is still in progress, the handler will ask us to step back so they can complete their final walk-around and release the stand on time. We build that contingency into every job, particularly in August.
Which parts of the aircraft take longest during a waterless wash?
The belly and the gear bays. Both collect oil mist, hydraulic residue and runway detritus that a single pass will not lift. We degrease first, let the product dwell for a few minutes, then wipe in sections, checking the mitt after each pass. On an ultra-long-range jet, the belly alone can take ninety minutes if the last wash was more than a month ago.
Leading edges come next—bug strikes on the wing and horizontal stabiliser require a dedicated bug remover, applied carefully to avoid damaging the paint or any anti-ice coating. Nacelles need two or three passes to clear exhaust carbon, and the aft fuselage around the APU exhaust often shows baked-on soot that needs extra dwell time. Brightwork touch-up—polishing the small metal strips along the cheat line or around the door frames—is quick but must be done by hand; no rotary tools on a dry wash.
The upper fuselage, wings and empennage go faster once the worst residue is cleared. Windows and lights are last: we use a separate glass cleaner and microfibre to avoid streaking, and we double-check every pitot cover and static port is back in place before we call the job complete.
When should an operator schedule an exterior dry wash instead of waiting for a full detail?
Whenever the aircraft is flying regularly and the next full detail is weeks away. A dry wash is a maintenance interval, not a cosmetic luxury. Bug residue and exhaust soot degrade paint and reduce the effectiveness of hydrophobic coatings; hydraulic film on the belly can obscure inspection panels and make pre-flight walk-arounds harder for the crew.
For aircraft based at Olbia through the summer or flying weekly charters into the Costa Smeralda, a dry wash every two to four weeks keeps the exterior in service-ready condition without the downtime or cost of a full wash-and-wax cycle. It also catches small issues early—a hydraulic weep on the main gear, a loose access panel, a chip in the leading-edge paint—before they escalate.
One-off visits are different. If the aircraft is inbound for a single weekend and the exterior is already presentable, the priority shifts to cabin and a quick window clean. But if the jet has just flown up from North Africa or across the Mediterranean with bug-heavy legs, a dry wash on arrival makes sense, particularly if the owner or charter client will see the aircraft on the apron.
Questions operators ask about Exterior Dry Wash at Olbia Costa Smeralda
How long does an exterior dry wash take at Olbia?
Three to eight hours, depending on aircraft size and the condition of the belly and nacelles. A super-midsize jet in reasonable condition takes around three hours; an ultra-long-range aircraft with a month of accumulated residue can take up to eight. We adjust timing to fit the turnaround or overnight schedule, prioritising the most visible areas if the departure slot is tight.
Can you perform a dry wash while the cabin crew is working inside?
Yes, as long as the aircraft is chocked, on GPU and released by the captain. We coordinate with the handler and the cabin team to avoid door conflicts and ensure no one is moving ladders or equipment near our work area. Most dry washes happen in parallel with interior cleaning or restocking, which makes efficient use of ground time.
Do you need a wash bay for a waterless exterior clean?
No; we work directly on the ramp or inside the FBO apron shelter. Waterless products eliminate runoff, so we do not require a wash bay or drainage system. At Olbia, we typically work on the stand assigned by the handler or, if space allows, under the wing shelter at the Eccelsa terminal.
What happens if the aircraft has a tight departure slot during summer?
We pause the wash so the handler can complete their final checks and release the stand on time. Slot discipline is non-negotiable at Olbia during peak season. If the departure window is narrow and the wash is not complete, we step back, secure our equipment and let the line crew finish their walk-around. We build this contingency into every summer booking.
Which areas of the aircraft collect the most residue at a coastal airport?
The belly, gear bays, nacelles and leading edges. Hydraulic mist and runway detritus coat the belly; exhaust carbon bakes onto nacelles and the aft fuselage; and bug strikes accumulate on the wings, nose and windscreen. Sea salt, though less concentrated inland at Olbia, still leaves a haze on brightwork and glass.
How often should an aircraft receive a dry wash during the summer season?
Every two to four weeks for jets in regular service. Frequent flying accelerates contamination—bug residue, exhaust soot and hydraulic film build up quickly in warm weather. A dry wash every two to four weeks keeps the paint clean, the hydrophobic coatings effective and the aircraft ready for inspection without waiting for a full detail cycle.
Do you coordinate directly with the FBO or through the flight department?
Through the flight department or chief pilot, who then notifies the handler. We receive the work order and timing from the operator, then confirm stand assignment and access with the handling agent on the day. For recurring work, we establish a standing schedule so the FBO expects us without fresh coordination each visit.
Can you clean the belly and gear bays without a lift?
Yes; we use extension poles and work from the ground or a short ladder. Most belly and gear-bay cleaning is done with long-handled mitts and degreasers applied from below. For taller jets or deep gear wells, a small ladder gives us reach without requiring a scissor lift, which simplifies handler coordination and speeds setup.
What do you do if the aircraft is cold-soaked after a long flight?
We wait for the fuel tanks to warm before working over the wings. Cold-soaked fuel can cause condensation or frost on the upper wing surface, which interferes with waterless cleaning and can trap moisture under the product. We monitor the wing temperature and, if necessary, start with the fuselage, nacelles and belly, returning to the wings once they have equalised.
Does a dry wash include polishing or waxing?
No; a dry wash is a cleaning service, not a polish or protective coating. We remove dirt, bugs, soot and hydraulic film, and we perform light brightwork touch-up on leading edges and trim, but we do not apply wax or perform single-stage polishing. Those services require different products, more time and often a controlled environment, which makes them part of a separate detailing visit.