Most FBOs restrict or ban traditional wet washing on the apron because of environmental regulations and ramp safety, yet operators still need a clean aircraft between flights. Understanding which methods are allowed—and why—helps you plan turnarounds without delays or fines.
What's the difference between dry wash, rinseless wash and traditional wet wash?
The three methods differ in water use, runoff and the products applied:
- Dry wash (waterless): spray-on polymer emulsions that encapsulate dirt, then wipe away with microfibre cloths. No water, no runoff. Typically removes light dust, exhaust stains and fingerprints but struggles with heavy soiling or de-icing residue.
- Rinseless wash: a concentrated solution diluted in minimal water (often 5–20 litres for a midsize jet), applied by sponge or mitt, then buffed off without rinsing. Produces very little runoff—usually absorbed by cloths—and handles moderate grime.
- Traditional wet wash: high-pressure rinse, foam application, scrubbing, then a full rinse. Uses hundreds of litres per aircraft and creates significant runoff that must be captured or treated.
Each method has a place, but ramp rules usually hinge on whether runoff enters storm drains, which in the EU flow to surface water without treatment.
Why do FBOs restrict wet washing on the apron?
Environmental regulation: the EU Water Framework Directive (2000/60/EC) and national transpositions require airports to prevent pollutants—aviation fuel residue, de-icing fluid, cleaning chemistry, heavy metals from brake dust—from reaching groundwater or rivers. Most aprons drain to storm systems, not sanitary sewers, so any runoff goes straight into the environment. The UK Civil Aviation Authority's CAP 168: Licensing of Aerodromes references environmental management obligations, and many European airports have adopted strict wash-pad policies to maintain ISO 14001 certification and avoid fines from environmental agencies.
Ramp safety: pooling water creates slip hazards for ground crew and can freeze in cold weather. Wet surfaces near GPU connections or fuel trucks raise FOD and electrical-safety concerns. EASA's AMC1 ADR.OPS.B.010 on aerodrome operational procedures notes that apron operators must manage surface contamination, and standing water counts as contamination.
Slot and turnaround pressure: moving an aircraft to a dedicated wash pad—often airside but远 from the terminal—costs time. For charter operators on tight slots, a 30-minute tow and wash cycle can mean missing departure windows.
Consequently, most FBOs either prohibit wet washing entirely on the ramp or require written permission, containment berms and vacuum recovery, which few detailers can provide on short notice.
Which FBOs allow dry or rinseless washing, and which ban all washing?
Policies vary by airport and even by FBO within the same field. Examples from operational experience:
| Airport / FBO | Dry wash | Rinseless | Wet wash (ramp) | Notes |
|---|---|---|---|---|
| London Luton (several) | Allowed | Allowed | Prohibited | Must use drip trays; no runoff to apron drains |
| Geneva (FBOs) | Allowed | Case-by-case | Prohibited | Rinseless requires prior approval and containment mats |
| Paris Le Bourget | Allowed | Allowed | Wash pad only | Ramp dry/rinseless permitted; wet wash at designated pad with capture |
| Nice Côte d'Azur | Allowed | Restricted | Wash pad only | Rinseless only if runoff negligible; wet wash requires pad booking |
Always confirm with the FBO duty manager and check the airport's environmental procedures in the AIP or ground-handling manual. Some FBOs require the detailer to hold an airside pass and third-party liability insurance before any ramp work.
What about de-icing fluid residue—can dry wash handle that?
De-icing fluids (Type I and Type IV) are glycol-based and leave a sticky film that attracts dirt. Dry-wash products struggle with glycol because the polymers cannot fully encapsulate the residue, and wiping often smears it.
Rinseless chemistry works better: many rinseless concentrates contain surfactants and chelating agents that break down glycol. After a light de-icing event, a rinseless wash within 24–48 hours can remove most residue before it bonds to the paint. Heavy glycol contamination—common after multiple Type IV applications—usually requires a wet wash on a pad with proper drainage.
The AEA (Airlines for Europe, now Airlines for Europe) and ACI Europe have published joint guidance noting that glycol recovery from wash water is mandatory at many airports to prevent biochemical oxygen demand (BOD) spikes in waterways. If you must wash glycol off on the ramp, check whether the FBO has portable recovery equipment or requires you to use dry methods only.
Do dry and rinseless products meet OEM paint-care requirements?
Boeing, Airbus, Gulfstream, Bombardier and Dassault all publish exterior-cleaning guidelines in their maintenance manuals. Key points:
- pH limits: most OEMs specify pH 6–9 for any cleaning agent to avoid etching clear coat or anodised brightwork. Quality dry-wash and rinseless products fall within this range.
- Abrasion: OEMs prohibit abrasive pads and dirty cloths that scratch. Dry washing demands rigorous cloth hygiene—one pass per panel side, then flip or replace—to avoid grinding trapped particles into the paint.
- Frequency: Gulfstream's Component Maintenance Manual suggests washing "as often as operating conditions require" but warns against allowing contaminants (salt, industrial fallout, bird strikes) to dwell. Dry wash supports higher frequency because it is fast and produces no downtime.
- No-touch zones: pitot probes, static ports, AOA vanes, antennas and avionics fairings must not be sprayed or wiped aggressively. Both dry and rinseless methods allow precise application away from these areas.
Bombardier's Maintenance Planning Document for the Global series explicitly permits waterless wash products provided they meet pH and non-abrasive criteria, confirming that dry methods do not void warranty when done correctly.
What if the aircraft is heavily soiled—when must you insist on a wet wash?
Dry and rinseless methods have limits. Insist on a wet wash (at a pad) when:
- Leading edges and nacelles carry baked-on insect strikes or carbon exhaust that rinseless cannot soften.
- Belly and wheel wells are caked with hydraulic fluid, oil or runway rubber.
- Post-decon: if the aircraft has flown through volcanic ash, industrial smoke or salt spray and the contamination has cold-soaked into panel gaps, only a high-pressure rinse will flush it out.
- Pre-polish or paint correction: single-stage or multi-stage polishing requires a completely clean surface. Any residual dirt under the pad will cause marring.
Attempting dry wash on heavy soil wastes time, ruins microfibre cloths and risks scratching. A professional detailer will recommend the wash pad and adjust the schedule rather than compromise the finish.
How Terso handles ramp washing across European FBOs
Terso maintains current airside credentials and environmental permits at major European business-aviation airports, and we verify each FBO's wash policy before arrival. Depending on the turnaround window and contamination level, we select dry, rinseless or pad-based wet wash to keep your aircraft compliant and on schedule. For ramp-washing details and booking, visit our exterior cleaning service page.
Sources
- EU Water Framework Directive 2000/60/EC
- UK CAA CAP 168 – Licensing of Aerodromes
- EASA AMC & GM to Annex III – Part-ADR (Aerodromes) – Issue 2, Amendment 6
- Gulfstream Aircraft Exterior Cleaning (Component Maintenance Manual extracts)
- Bombardier Global Series Maintenance Planning Document (MPD) Overview
- ACI Europe Environmental Strategy and Guidance