The questions flight departments actually ask.

A detailer trained by the Shiny Jets team — the people who wrote the curriculum the rest of this industry learns from. Every partner on the network has completed that training, been vetted as a business, and carries aviation-specific insurance we verify with their agent directly. This is not a marketplace where anyone with a bucket can sign up and bid on your Gulfstream.

Three things. They were trained on aircraft, not cars — which matters the first time someone meets a static wick, a composite control surface, or a leading edge with a de-ice boot on it. They work from a written procedure for the specific service, so the job at Teterboro is the job at Scottsdale. And they document condition before and after, so nobody is arguing later about a mark that was already there.

Yes, and here is exactly what that means: if the finished job does not meet the written standard for that service, we send a crew back and correct it at our cost. You do not pay twice and you do not chase anybody. What we will not pretend to guarantee is weather, ramp access, or an aircraft that lands four hours behind schedule. When those move, we tell you early and re-plan around them instead of quietly missing the window.

Thirty minutes. Partners are held to a 30-minute accept window on every dispatch, and it is tracked on their scorecard, which affects the jobs they see first. If nobody accepts inside that window, the request does not sit there: it escalates to our operations desk and we assign it directly. You get a confirmed name, not a pending status.

Yes — and this is the part most platforms cannot offer. Training is delivered by the Shiny Jets team, the most trusted name in aircraft detailing execution and training. If you have in-house detailers, we can put them through the same curriculum our network partners complete, so your people are working to the identical standard as the crew that meets your aircraft away from home. Platform onboarding for schedulers and line service is included at no charge; hands-on detailing instruction is scheduled separately.

Keep them. Most of our operator customers do. You use the network for the three places an in-house team cannot help: away stations, overflow when your crew is already committed, and specialty work such as brightwork, paint correction or window polishing that most teams do not take on. You can also run your own detailers through the platform so every job — in-house or network — lands in one service record per tail.

We verify, and we verify the right coverage. A standard general liability policy excludes damage to property in the contractor’s care, custody and control, which is your aircraft. The coverage that responds to a scratched cabin window or a burned-through clearcoat is hangarkeepers legal liability, and a detailer holding GL alone is uninsured for the only loss that matters. We require both, we request certificates from the agent rather than the detailer, and our system blocks dispatch to anyone whose coverage has lapsed. Certificates naming your operation as additional insured are available on request.

Yes. Procedures are written against the manufacturer’s published cleaning and care guidance for the airframe, and products are selected to match what that guidance allows. Manuals vary in how prescriptive they are. Where a manual states a requirement we follow it, and where it leaves room for judgment we document what was used and why, so your records show it. If your maintenance department has standing product restrictions, tell us once and we attach them to the tail.

Yes, and beyond it. Certified, insured detailers cover the US, and we place crews internationally on request. Send the tail and the airport. Higher-volume markets carry several partners, so availability holds even on short notice.

Interior work from a quick turn through full detail, carpet and upholstery, leather care and sanitization. Exterior dry and wet wash, belly and gear cleaning, de-ice boot care and bug removal. And the specialty work: brightwork polishing, paint correction and oxidation removal, window polishing, ceramic coating. If it changes how the aircraft presents, it is on the list.

No. One price book, applied everywhere. Routine services are priced by aircraft class: a midsize is 1.25× the light-jet figure, a large cabin 1.95×. You can price a job before you call. Condition-heavy and specialty projects are quoted, because pretending a five-year oxidation problem costs the same as a wash helps nobody.

Condition is photographed before work starts and again at closeout, which resolves most disputes in about ninety seconds. If there is a real claim, the partner’s hangarkeepers coverage is the policy that responds, and we handle the coordination rather than leaving you to find the detailer’s agent yourself.

Send one aircraft. Use the pricing tool to see the number for your tail, book the job, and judge us on the closeout photos. If you want the platform set up for a fleet or an FBO front desk, book a walkthrough and we will configure it with you.