Exterior Dry Wash at Nîmes-Alès-Camargue-Cévennes (LFTW)

Who books a dry wash at Nîmes-Alès-Camargue-Cévennes?

Chief pilots and flight-department managers responsible for super-midsize to ultra-long-range jets based at FNI or rotating through southern France book the service when they need exterior cleaning without a wash bay. Charter operations use it to restore appearance between legs, particularly after sectors through agricultural zones or coastal routes where bug residue and salt haze accumulate quickly. FBO managers and handling agents at the airport arrange dry washes for fleet clients on scheduled maintenance windows.

The work suits any turbine aircraft that can accept a three-to-eight-hour ground stop. We also serve fleets that include light jets and turboprops when those aircraft are part of a managed programme. One-off requests are welcome, but recurring contracts—weekly or fortnightly visits—let us align our schedule with yours and keep consumables on site, which shortens turnaround and simplifies the handler's coordination.

What changes at Nîmes-Alès-Camargue-Cévennes?

Business and general aviation handling at Nîmes-Alès-Camargue-Cévennes is run by the airport operator Edeis through its operations office; ExecuJet (Luxaviation group) is the FBO partner. The single 2,443-metre concrete runway 18/36 sits at 309 feet on the Costières plain, nine kilometres south-south-east of Nîmes. The reference temperature is 33.1 °C, making this a hot, dry Mediterranean site in summer—conditions that bake exhaust residue onto nacelles and belly panels and leave a fine dust film on leading edges after every flight.

Apron capacity is limited: the operator lists only three remote stands across 52,875 square metres, and the AIP states that because of the few parking stands, IFR and VFR aircraft wishing to stop over are admitted only with prior Edeis authorisation. Parking for a detailing session must be arranged with Edeis ops in advance, usually by email to nimes.ops@edeis.com or via the OPS frequency 131.7 MHz. The restricted stand availability means scheduling flexibility is essential; we coordinate our arrival and setup around your slot and the handler's apron plan.

The hot, dry climate accelerates paint oxidation and leaves hydraulic mist and dust clinging to the belly. A dry wash every two to four weeks prevents the film from hardening and keeps brightwork on wing leading edges and nacelle lips free of corrosion bloom. The waterless method also eliminates runoff concerns on an apron shared with other operators.

How does the dry-wash process work on the ramp at FNI?

We arrive with all consumables, microfibre cloths, brushes and biodegradable degreasers in sealed containers. After checking in with the handling agent and confirming the stand assignment, we position our kit beside the aircraft and perform a walk-around to note areas of heavy soiling—typically the belly, nacelle trailing edges and the underside of the winglets. The fuselage, wings and empennage are sprayed section by section with waterless cleaner, which encapsulates dirt particles so they lift away without scratching the paint. We wipe in straight, overlapping passes and turn the cloth frequently.

Bug residue on the nose, leading edges and windscreen receives a pre-soak with a pH-neutral bug remover, then gentle agitation with a soft brush before wiping. Exhaust stains on nacelle interiors and belly panels are treated with a dedicated degreaser; we avoid over-wetting and ensure no product migrates toward static ports or pitot probes. Exterior windows and lights are polished with a separate glass cleaner. Landing-gear struts and bay doors are degreased and wiped, though we do not enter wheel wells without a specific briefing. Light brightwork touch-up on leading edges—removing oxidation and minor staining—is included if the surface condition allows; deep corrosion requires a separate polishing appointment.

Duration ranges from three hours for a super-midsize jet with light soiling to eight hours for an ultra-long-range aircraft returning from a trans-Mediterranean leg with heavy belly grime. We leave no waste on the apron; all used cloths and containers are bagged and removed. The handler receives a brief debrief and, if requested, a photo set for the tech log.

What does the handler expect from a third-party detailing crew at Nîmes?

Edeis ops and the FBO partner expect advance notice—typically 48 to 72 hours—so they can confirm stand availability and issue an airside escort if our team does not hold a current LFTW airside pass. We provide our company details, insurance certificate and a list of personnel and vehicle registrations. On the day, we check in at the operations office, collect any site-specific safety briefing and confirm the stand number and any restrictions—GPU use, fire-extinguisher locations, fuel-truck movements.

The handler expects us to work within the agreed window, keep our kit contained and avoid blocking taxiways or adjacent stands. If the apron is busy, they may ask us to pause while another aircraft pushes back or tows through. We maintain radio contact on the OPS frequency if the schedule shifts. At the end of the job, we confirm with the handler that the stand is clear and that no FOD or spills remain. Recurring clients often streamline this process: after the first visit, the handler knows our routine and can coordinate future sessions with less lead time.

Why choose a dry wash instead of a traditional water wash?

A dry wash eliminates the need for a wash bay, high-pressure hoses and runoff containment—infrastructure that FNI does not advertise for general aviation. Waterless products are aviation-approved, pH-neutral and designed to encapsulate dirt without scratching gel coat or paint. The method is faster to set up, generates no wastewater and poses no risk of moisture intrusion around door seals, avionics bays or static ports.

For operators running tight turnarounds or parking on a remote stand, a dry wash can begin as soon as the aircraft is chocked and the GPU is connected, without waiting for a tug to reposition the jet. The process also works in cold weather when water lines freeze or during summer water restrictions that some Mediterranean airports impose. Paint condition improves with regular dry washes because the gentle chemistry and microfibre technique remove contaminants before they etch the clear coat, extending the interval between heavy compounding sessions.

How do I arrange recurring dry washes for a based aircraft?

Recurring programmes begin with a site survey: we review your aircraft type, typical soiling patterns, flight frequency and preferred maintenance windows. Together we agree a cadence—usually every two to four weeks—and a standing time slot that aligns with your schedule and the handler's apron availability. We then notify Edeis ops of the recurring arrangement so they can pre-approve parking and escort requirements.

Each visit follows the same scope unless you request adjustments. We keep a service log that tracks areas of concern—persistent staining on the belly, brightwork condition, any paint chips noted during the walk-around—and share that log with your maintenance team. Invoicing is monthly, and consumables are replenished automatically. If a flight delay or weather pushes a session back, we coordinate a new slot with the handler and update you by email or phone. The standing arrangement reduces administrative overhead and ensures the aircraft always presents well, whether departing for a charter leg or hosting a client visit on the ramp.