Fleet Care Program at Turin Caselle (LIMF)
Twelve-month appearance plan for based fleets: scheduled turns, monthly interiors, seasonal polish, one invoice.
The Fleet Care Program at Turin Caselle is a twelve-month appearance contract for charter operators, corporate flight departments and FBO-based fleets flying through LIMF. Instead of booking each wash or cabin detail separately, you agree a service calendar, a fixed monthly budget per tail and priority crew allocation. We coordinate with your dispatch, slot the work between legs, deliver service history and photos after every visit, and hold 24/7 AOG cover for unscheduled returns. One contact, one invoice, predictable costs.
18/36 · 3300 m
AIP and airport data989 ft
16 km
Turin city centre (north)4 on the airport
independent, no affiliationGeneral Aviation Terminal (SAGAT) – 4,700 m² on three levels
How does the service calendar work around flight schedules?
At the start of the twelve-month period we build a calendar with your operations team: quick exterior turns after every two or three rotations, a cabin detail each month, a full exterior and brightwork polish at the beginning and end of the summer season. You send us the tail schedule a week ahead—departure block-time, inbound slot, next departure—and we book crew, equipment and apron stand time with the handler.
If a flight moves, we move with it. Dispatch sends an update, we re-slot the crew. If an aircraft goes tech or diverts, the calendar shifts to the next available window. For AOG returns—hydraulic leak, tyre change, unscheduled maintenance—you call the program contact number and we allocate the next available crew, day or night. The program guarantees priority over ad-hoc bookings.
Every visit generates a service record: date, block-time on stand, work completed, products used, defects noted. At the end of each quarter we sit down with your team, review the photos, adjust the calendar if utilisation has changed, and confirm the next season's plan. The goal is to make appearance a line item that never surprises you.
What changes at Turin Caselle for a fleet program?
Turin Caselle sits at 989 feet elevation, sixteen kilometres north of the city centre, with a single 3,300-metre runway. Tower operates around the clock; runway 36 is the preferential direction. The airport is slot-coordinated, so every arrival and departure needs a confirmed slot, and that matters for a fleet program because we book crew and stand time against your published block-times.
Four handling agents operate from the General Aviation Terminal—a three-level, 4,700-square-metre facility built for the 2006 Winter Olympics. SAGAT provides central apron coordination, follow-me and refuelling; the handlers manage check-in, passenger services and ramp access. When you join the program we register your fleet with the handler you use most often, obtain long-term airside passes for our crew, and establish a standing call-sign so the apron coordinator knows to expect us on your arrival days.
In winter the Alps create rapid temperature drops and frequent Type I/IV de-icing. A fleet on a winter schedule will see more cold-soaked airframes and leading-edge frost, so we adjust the calendar to include a pre-departure inspection and, if needed, a dry wipe of control surfaces before the handler applies fluid. In summer, dust from the Po valley and insect strikes on the nacelles and cheat line mean we increase the frequency of quick exterior turns. The program adapts to what the local weather does to the aircraft.
What documentation and photo reports does the program include?
After every visit—whether a ten-minute dry wash or a four-hour cabin detail—we photograph the aircraft, write a short service note in the tech log if the captain requests it, and email a visit report to the program contact within two hours of off-blocks. The report lists the work completed, products applied, any defects observed (paint chips, hydraulic stains, worn carpet binding) and the names of the crew who performed the work.
The photos are date-stamped, stored in a shared folder organised by tail number and sorted by visit date. You can pull them for insurance documentation, pre-purchase due diligence, or simply to show an owner that the aircraft is being looked after between their trips. At the quarterly review we print a selection and walk through the appearance history: how the brightwork has held up, whether the cabin leather needs conditioning, when the next single-stage polish should be scheduled.
If you operate under an AOC, we can tailor the documentation format to match your SMS or quality system. Some fleet managers want a PDF checklist countersigned by the captain; others prefer a two-line entry in the tech log and photos sent to dispatch. The program is flexible, but the principle is fixed: every visit is recorded, every result is visible.
How do access and airside logistics work for a twelve-month program?
When the contract starts, we apply for annual airside passes for the core crew assigned to your fleet. The handler sponsors the application; the airport authority issues the pass after background checks and airside-safety training. Once the passes are active, our crew can meet the aircraft on stand without waiting for a daily escort, which saves fifteen to twenty minutes on a quick turn and means we can start a wash while the handler is still offloading bags.
For work that requires GPU or air-start, we coordinate with the handler the day before. They position the ground power unit on stand, we confirm the aircraft will be live for avionics and galley, and we plan the cabin detail around that window. If the captain wants the aircraft closed and dark, we bring battery lighting and work without external power; if the flight deck needs to stay cool, we ask the handler to keep the GPU connected and we avoid no-touch avionics areas.
The handler expects us to sign in at the ramp office, carry our passes visibly, stay within the marked work zone, and report any FOD or fluid spills immediately. In return, they give us stand assignment as soon as the slot is confirmed, allow us to pre-position equipment in a designated corner of the apron, and call us on the radio when the aircraft is five minutes out. It is a working relationship built over twelve months, not a one-off favour.
What does the handler expect from a third-party detailing crew?
Handlers at Turin Caselle are accustomed to third-party service providers—caterers, upholsterers, avionics technicians—but they set boundaries. You must hold a valid airside pass or be escorted at all times. You must not block the apron lane, leave equipment unattended near a running engine, or enter the aircraft without the captain's explicit permission. If you spill decon solution or polishing compound on the stand, you clean it or call the handler to hose it down; you do not walk away and leave a slipping hazard for the next arrival.
For a fleet program, the handler wants predictability. They want to know which tails are in the program, which crew will be on the apron, and what equipment you will bring. We provide that list at the start of the contract and update it whenever a tail joins or leaves the fleet. The handler then briefs the ramp supervisors, so when your aircraft lands and our van pulls up, nobody is surprised.
If we need water, we use the handler's hydrant coupling or bring our own tank; we do not tap into the potable-water cart without asking. If we need to move the aircraft a few metres for better access to the belly or gear bays, we ask the handler to call a tug; we do not push it ourselves. These are not Terso rules—they are handler rules, and we follow them because a fleet program depends on the handler's goodwill over twelve months, not just one visit.
Why choose a twelve-month program instead of booking each visit separately?
A fleet program turns appearance from a variable cost into a fixed line item. You know in January what you will spend in December. You do not chase quotes, compare prices, or wonder whether the crew you booked last month is still available next week. The same team learns your aircraft, recognises the paint defect that has been there since delivery, knows that the left-side galley door handle sticks and needs an extra push.
For charter operators, the program reduces dispatch workload. Your operations team does not have to call a detailer every time a client complains about a dusty wing or a cabin that smells of catering. The schedule is agreed, the crew is allocated, the work happens automatically. For corporate flight departments, it provides the documentation and consistency that owners and auditors expect: every visit recorded, every result photographed, every decision explained in the quarterly review.
The twelve-month commitment also gives us the confidence to invest in your fleet: to stock the specific brightwork polish your OEM recommends, to train crew on the cabin materials in your interior, to keep a backup set of pitot covers in the van because your fleet flies them off twice a year. That investment shows up as faster turns, fewer callbacks, and a level of care that ad-hoc bookings cannot match.
Questions operators ask about Fleet Care Program at Turin Caselle
How far in advance do we need to send the flight schedule?
One week ahead for routine visits; for AOG or schedule changes, as soon as you know. We ask for the tail schedule a week in advance so we can book crew, equipment and apron time with the handler. If a flight moves or an aircraft goes tech, send an update and we re-slot the crew. For AOG requests, call the program contact number and we allocate the next available team.
What happens if an aircraft leaves the fleet mid-contract?
We adjust the monthly invoice and reallocate the budget to the remaining tails or a replacement aircraft. If a tail is sold or transferred out of the fleet, we adjust the monthly invoice from the following month. You can reallocate the budget to the remaining aircraft, add a replacement tail, or reduce the program size. The contract is built around the fleet, not individual registrations.
Can we add an aircraft to the program after it starts?
Yes; we assess the airframe condition, agree a catch-up plan if needed, and add it to the calendar. New tails can join at any point during the twelve months. We inspect the aircraft, photograph the current condition, and if it needs a deep clean or polish to match the rest of the fleet, we schedule that work before the regular calendar begins. The monthly budget adjusts from the month the aircraft joins.
Do you work on the aircraft if the captain is not present?
Only if the handler or your operations team provides written authorisation; otherwise we wait for the captain. We never board an aircraft without explicit permission. If the captain is present, we ask directly. If the aircraft is unattended, we need written authorisation from your dispatch or the handler before we open a door. For exterior-only work—dry wash, belly decon—we can proceed on stand without boarding.
What if the handler changes during the twelve-month program?
We register with the new handler, obtain fresh airside access, and continue the program without interruption. If your fleet switches to a different handling agent at Turin Caselle, we complete the registration process with the new handler, apply for updated airside passes if required, and re-establish the coordination procedures. The service calendar and pricing remain unchanged; only the ramp contact changes.
Are the quarterly reviews held in person or remotely?
Your choice; we can meet at the airport, at your office, or conduct the review by video call. Most fleet managers prefer a face-to-face review once or twice a year and video calls for the other quarters. We bring printed photos, the service history, and notes on any recurring issues. The review typically takes thirty to forty-five minutes and results in an updated calendar for the next three months.
Can we pause the program during a low-utilisation period?
Yes, for up to two consecutive months; the contract term extends by the length of the pause. If the fleet is grounded for maintenance, seasonal downtime, or a market lull, you can pause the program for up to two months. We stop the monthly invoicing, release the crew to other work, and restart the calendar when you resume operations. The twelve-month term extends by the length of the pause so you receive the full contracted service.
Do you provide the same crew for every visit?
We assign a core team to your fleet and rotate a backup crew to ensure continuity if someone is unavailable. Each fleet program has a primary crew—usually two or three people who learn your aircraft and your standards. If the primary crew is on another job or on leave, a trained backup team takes over, guided by the service notes and photos from previous visits. You will not see a different face every time.
What products do you use, and can we specify alternatives?
We use OEM-approved detergents, polishes and cabin cleaners; if you have a preferred product, we can source it. Our standard product list is built around OEM recommendations for the aircraft types we see most often. If your fleet uses a specific brightwork polish, cabin leather conditioner, or glass cleaner, tell us during the contract setup and we will stock it. The cost is included in the monthly budget; we do not charge separately for products.
How does invoicing work for a twelve-month program?
One invoice per month, covering all tails in the fleet; payment terms are net 30 days. You receive a single invoice at the end of each month, listing every visit by tail number, date and service type. The amount is fixed unless you add or remove aircraft mid-contract. Payment terms are net 30 days. At the end of the twelve months, we issue a program summary showing total visits, total hours and the condition trend for each tail.