Exterior Dry Wash at St. Gallen-Altenrhein (LSZR)

What changes at St. Gallen-Altenrhein for exterior dry-wash operations?

Altenrhein sits at 1,306 feet on the shore of Lake Constance, a few kilometres from the Austrian, German and Liechtenstein borders. The field has one hard runway—10/28, with 1,455 metres of take-off run available—and runway 10 offers ILS CAT I. Business aviation is handled by the operator's own FBO and ground services, Airport Altenrhein AG, also known as People's Business Airport, at Flughafenstrasse 11; the facility includes a crew lounge and operates on handling frequency 131.505. No slot or PPR allocation is needed for business aviation here, which simplifies turnaround scheduling.

The lakeside climate means persistent moisture on painted surfaces, especially overnight and in cooler months, accelerating the accumulation of hydraulic film, exhaust soot and water spots. Brightwork along leading edges and nacelles oxidises faster in damp air. A dry wash removes these contaminants without introducing additional water, and the rinseless chemistry leaves a hydrophobic layer that sheds morning dew more readily. Because Altenrhein is a customs-clearing airport with Schengen and non-Schengen immigration, international arrivals and departures are routine, and keeping the exterior clean supports the professional image expected on cross-border legs.

How does a waterless exterior clean fit into a turnaround at this airport?

Most operators schedule the dry wash during a planned stop of four hours or longer, or overnight when the aircraft is cold-soaked and undisturbed. We coordinate directly with the handling agent present at the airport to confirm stand availability, GPU access and airside escort if required. The work begins as soon as the engines shut down and the tech log is signed off, so the exterior is finished well before the next departure slot.

A typical sequence: walk-around inspection and photo documentation of the current state, then section-by-section application of waterless cleaner to the fuselage, wings, empennage and nacelles. Bug strike and exhaust residue come off with targeted product and microfibre, followed by a second pass with a polymer sealant that enhances gloss and repels contaminants. Belly panels and gear bays are degreased separately. Exterior windows, position lights and strobes are polished last. The entire process generates no runoff, so there is no need to tow the aircraft to a wash bay or wait for apron drainage approval.

For aircraft on a multi-leg European tour, we can perform an exterior dry wash at Altenrhein between morning arrival and afternoon departure, leaving the paint clean and protected for the next segment without disrupting the schedule.

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

Water washing requires a dedicated bay, hose access, waste-water containment and—depending on local rules—prior approval from the airport authority. At a regional field like Altenrhein, those facilities may not be immediately available, and scheduling a wash bay can add hours to the turnaround. A dry wash eliminates all of that: we bring our own products, work on the stand where the aircraft parks, and leave no residue on the apron.

The rinseless chemistry is formulated to encapsulate dirt particles and lift them away from the clear coat without scratching, then leave a thin hydrophobic film that keeps the surface cleaner between services. This approach is particularly effective in the damp Lake Constance climate, where water spots and mineral deposits form quickly after a traditional rinse. Belly panels and gear bays—often neglected in a quick water wash—receive proper degreasing with citrus-based solvent, removing hydraulic mist and brake dust that would otherwise bake on during the next flight.

For operators who fly out of Altenrhein regularly, the dry wash becomes a predictable line item: three to eight hours depending on aircraft size, no surprise delays, and the exterior is photo-ready when the principal boards.

What does the documentation and photo report include?

Every exterior dry wash begins with a walk-around inspection and a set of time-stamped photographs: nose, both profiles, tail, belly, nacelles and any area of concern flagged by the crew. These images go into a digital report that also records the products used, the ambient temperature, the duration of the service and any paint defects or leading-edge damage noted during the work. The report is sent to the chief pilot or flight-department manager within a few hours of completion, often before the aircraft departs.

The photo record serves three purposes: it confirms the condition of the paint before we start, it provides a visual baseline for tracking oxidation or stone chips over time, and it gives the operator evidence of regular care for insurance or resale documentation. If we discover a cracked inspection panel, a missing fastener or a fluid leak, that observation appears in the report with a photograph and a recommendation to notify maintenance. The goal is to make sure nothing on the exterior goes unnoticed between scheduled inspections.

How does recurring dry-wash service work for aircraft based at Altenrhein?

For flight departments that use St. Gallen-Altenrhein as a home base or a frequent rotation point, we offer a recurring schedule: an exterior dry wash every two to four weeks, depending on utilisation and the routes flown. High-frequency operators—charter fleets running daily legs across Europe—often choose the two-week interval to keep bug residue and exhaust soot from bonding to the clear coat. Lower-frequency owners may prefer monthly service, timed to coincide with other scheduled maintenance.

We coordinate each visit with the handling agent and the flight department, so the wash happens on a predictable day and the crew knows the aircraft will be clean for the next trip. Recurring work also allows us to track changes in paint condition over successive reports: we can see where leading-edge erosion is accelerating, which panels collect the most hydraulic mist, and whether the hydrophobic coating is holding up between services. That data helps the operator plan for a single-stage polish or a decon treatment before the paint deteriorates further.

The recurring model works especially well at a no-slot airport like Altenrhein, because we can book the service around the operator's schedule rather than competing for a limited wash-bay window. If a flight plan changes, we adjust the appointment; if an aircraft goes AOG, we reschedule without penalty.

What preparation and coordination does Terso handle before the wash?

We begin by confirming the aircraft type, registration, arrival time and planned duration on the ground. If the operator has specific requests—extra attention to the belly, brightwork polish on nacelle lips, or avoidance of certain panel seams—we note those in the work order. A few days before the service, we contact the handling agent at the airport to arrange apron access, GPU availability if the aircraft will be shut down, and airside escort if our technician does not hold a current pass for Altenrhein.

On the day, we arrive with all materials: waterless cleaner, polymer sealant, citrus degreaser for the belly, microfibre towels in three grades, brushes for gear bays and a ladder for empennage access. Pitot covers and static-port flags are left in place throughout the service; we work around them and never touch avionics openings. If the aircraft has just landed and the nacelles are still warm, we wait for them to cool before applying product, because hot metal can flash-dry the cleaner and leave streaks.

After the walk-around and initial photos, the work proceeds in sections—typically nose to tail on one side, then the other side, then wings and empennage, finally belly and gear. Each section is cleaned, inspected under raking light, and buffed to a uniform gloss before we move on. The final photo set and report are compiled as soon as the work is complete, and the tech log is annotated if the operator requests it.