Brightwork Polish at Zurich (LSZH)

What changes at Zurich?

Zurich sits at 1417 feet elevation, 9 kilometres from central Zurich, with three runways—the longest stretching 3700 metres—and operates under one of the strictest night curfews in Europe: 23:30 to 06:00 local, in force since 29 July 2010. Any movement during those hours requires a special permit, and the slot-allocation curfew closes arrivals at 23:00 and departures at 22:46 CET. In practice, aircraft overnighting at Zurich are on the ground from late evening, which becomes the practical window for detailing work.

The General Aviation Center serves business aviation; Jet Aviation Zurich operates the FBO there from 06:00 to 22:00 daily, offering hangarage, parking and its own cleaning services. Handling agents present at the airport coordinate apron access, and we arrange our airside escort and stand allocation through them. Because Zurich is slot-coordinated, every departure has a fixed window; brightwork polish typically spans one to three days depending on the amount of bare metal, so we schedule the work to finish with margin before your next slot. Cold-soaked wings in winter and high summer apron temperatures both affect cure times for sealant, so we adjust the sequence accordingly.

How is brightwork polishing documented?

Every brightwork polish generates a written report listing each surface treated, the grade of compound used, oxidation severity before polishing and the sealant applied. We photograph leading edges, inlet rings, spinners, exhausts and window surrounds before we begin, then again after polishing and sealing. The images go into a PDF delivered within twenty-four hours of sign-off, and the report includes a recommendation for the next treatment interval—usually two to four times a year, though high-utilisation aircraft flying through industrial or coastal environments may need more frequent attention.

If the aircraft is enrolled in a fleet program, the report feeds into the appearance history so that we can track oxidation rates across the fleet and adjust intervals. For AOG or turnaround work the documentation is abbreviated to a checklist and a single set of after photos, but the full protocol applies to scheduled details. The tech log entry is brief—'Brightwork polished and sealed IAW operator specification'—and we hand the report to the captain or flight-department contact before departure.

What does a handler expect when Terso arrives for brightwork polish?

Handling agents at Zurich expect advance notice—typically seventy-two hours—so that they can reserve stand space for the duration, arrange our airside escort and confirm that the aircraft will not be moved mid-job. We send them our crew list, vehicle registration and insurance certificate; they issue the escort and notify the apron controller. On the day, we check in at the FBO or handler office, collect the escort and drive to the stand. The handler wants to know our estimated finish time so they can schedule GPU if needed and plan the next pushback without surprises.

They also expect us to protect the apron: we lay absorbent mats under the wings and engines to catch polish residue and spent compound, and we dispose of waste off-site. If the aircraft is inside a hangar, we coordinate lighting and ventilation with the handler; brightwork polish uses minimal liquid, so there is no rinse-water runoff, but metal dust from sanding oxidised edges must be vacuumed continuously. The handler appreciates a call thirty minutes before we finish so they can bring the aircraft back into operational status—pitot covers off, chocks and GPU positioned—and we leave the stand clean.

Why does brightwork oxidise, and what does polishing achieve?

Bare aluminium and stainless steel oxidise whenever they are exposed to air and moisture; the oxide layer appears as a dull grey or white haze on leading edges, a brown tarnish on inlet rings and a sooty crust on exhaust cones. Oxidation accelerates in salt air, industrial pollution and after de-icing fluid exposure, and it roughens the surface enough to increase drag measurably on leading edges. Polishing removes the oxide layer and the micro-pitting underneath, restoring the mirror finish that the OEM delivered.

We start with a cutting compound to level the surface, then step through finer grades until the metal reflects cleanly. Spinners and inlet rings are polished by hand using foam pads; leading edges are worked in sections, blending each panel into the next so that there are no visible stops. Exhaust cones see the heaviest oxidation—carbon deposits baked onto stainless steel—so they may need wet-sanding before polishing. After the final polish we apply a sealant that bonds to the metal and slows oxidation; the sealant is hydrophobic, so water beads off rather than sitting on the surface, and it lasts three to six months depending on utilisation and environment.

How do you schedule brightwork polish between legs at Zurich?

Scheduling depends on how long the aircraft will be on the ground and how much bare metal needs attention. A light refresh—inlet rings, spinners and exhaust cones only—takes six to eight hours and fits into a same-day turnaround if the aircraft lands by mid-morning. Full brightwork polish, including wing and stabiliser leading edges, window surrounds and all nacelle brightwork, runs one to three days. We usually begin in the evening after the last passenger deplanes, work through the night if the curfew allows the aircraft to remain on stand, and finish the following afternoon.

Because Zurich's curfew is strict, overnight work is only practical if the aircraft is already parked for the night; we cannot start a job at 22:00 and expect to finish by 06:00. If the next departure is early, we coordinate with the handler to ensure the aircraft is ready—polished, sealed, cured and inspected—at least two hours before the slot. Cold soaking in winter extends sealant cure time, so we may move the aircraft into a hangar or apply heat to the leading edges. The goal is to hand back an aircraft that looks new and departs on time.

When should brightwork polish be part of a complete detail?

Brightwork polish is often scheduled as a standalone service when leading edges or inlets show visible oxidation but the rest of the aircraft is clean. However, it makes operational sense to combine it with a complete detail—exterior wash, single-stage or two-stage polish, interior deep-clean and cabin materials treatment—whenever the aircraft is down for longer maintenance or between charter seasons. Polishing brightwork after the fuselage has been corrected and waxed ensures a uniform finish, and doing all the work in one visit minimises handler coordination and escort costs.

For fleet operators, we recommend brightwork polish two to four times a year, timed to coincide with scheduled washes or pre-sale preparations. Aircraft based in coastal or industrial areas, or those frequently de-iced, benefit from quarterly treatment. If the leading edges have not been polished in over a year, expect the first session to take longer as we remove deep oxidation and restore the original contour; subsequent treatments are faster because the sealant has kept the surface smooth.