Wash, polish, brightwork, and independently tested ceramic — done at your hangar, around your flying schedule, against your maintenance documentation. My name's on it.
Sun, bugs, exhaust, and prairie weather work on your paint every hour it sits on the ramp. Regular care keeps the finish — and the resale value — where you want them.
Hangar-side wash, polish, and ceramic — the whole airframe, not just the parts that show. Brightwork polished to a mirror, belly degreased, boots dressed. Your bird looks sharp on the ramp again.
Fewer washes. Exhaust soot and bug strike come off easier. Gloss holds. And contaminants release with less mechanical agitation — less aggressive washing over the life of the paint. That's the whole list; if a vendor is promising you fuel savings from a coating, be skeptical. I don't make claims I can't back.
System X factory training, including the advanced aviation course. The aviation products have been evaluated by an independent lab to Boeing specification BSS7432 — all four compatibility tests Conform. That's materials testing, not an OEM approval, and I'll never blur the two. Anybody can say "ceramic"; the paper trail is the difference.
Before I quote any tail, I ask for the AMM and SPM cleaning and materials sections — and I check what I carry against what they permit, every aircraft, every time. If the documents don't allow a product, you get that in writing and a compliant alternative. Your maintenance personnel make the airworthiness call; I make it easy for them to say yes or no.
$250 off an aviation asset — one of 13 founding slots, first come first served, gone when all 13 are ratified. Say the word when you reach out and it's on the quote.
Real airframes, real hangars — not stock photos, not renders. No big speeches, just good work.
Aircraft + driver — the airframe detailed spinner to tail, and the vehicle that gets you to the field cleaned up while I'm at it. Quoted by airframe; the quote is the price.
Both are independently lab-tested to Boeing specification BSS7432 by Scientific Material International — all four materials-compatibility tests Conform on each. That is independent testing, not an OEM approval and not a manual listing. The honest difference between them is track record.
The deeper paper trail: the SMI compatibility report, plus a separate SGS laboratory report from 2021 — no visible damage after 24-hour alkali and 96-hour salt immersion — and years of field history behind the published 10-year aircraft warranty (accredited install, annual inspection). When a DOM asks "which one has the record," it's this one.
System X's new two-component coating, designed for aircraft paint — a denser cross-linked matrix and a higher published salt-spray endurance than MAX. Straight talk: its SMI report is months old and its field history is short. I'll recommend it where it fits and say plainly when the proven one is the wiser call.
Full SMI and SGS reports go to your maintenance personnel with any quote — and your AMM & SPM still decide what actually gets applied.
System X MAX and Phantom were evaluated by Scientific Material International, an independent laboratory, to Boeing specification BSS7432 — all four materials-compatibility tests Conform. That is independent testing, not an OEM approval and not a maintenance-manual listing, and every quote I write keeps that distinction plain.
Written to be forwarded to your maintenance people. Where the answer is "no" or "I don't know," it says so in the first sentence.
No. No airframe manufacturer lists or approves System X coatings, and I won't tell you otherwise. What does exist: System X MAX and Phantom were evaluated by Scientific Material International, an independent laboratory, to Boeing specification BSS7432 — Evaluation of Airplane Maintenance Materials — and conformed on all four tests run: sandwich corrosion (ASTM F1110), acrylic crazing (ASTM F484), paint softening (ASTM F502), and hydrogen embrittlement (ASTM F519). That is independent materials-compatibility testing. It is not an OEM approval and not a maintenance-manual listing, and the difference matters. Whether anything goes on your aircraft is your maintenance personnel's decision, made against your documentation — which is why I ask for your AMM and SPM materials sections before I quote a tail.
Verified 2026-09-11
Independent laboratory testing to Boeing specification BSS7432, the standard for evaluating airplane maintenance materials (it superseded D6-17487 in May 2019). Scientific Material International evaluated System X MAX and Phantom in the category of exterior and general cleaners and liquid waxes, polishes and polishing compounds — on 7075-T6 aluminum, bare, anodized, and clad, and on Boeing BMS 10-60 and BMS 10-100 paint over BMS 10-79 primer. Four tests, four Conform results: sandwich corrosion, acrylic crazing, paint softening, hydrogen embrittlement. Two honest caveats. This is compatibility evidence, not an OEM approval or a manual listing. And the testing was on Boeing BMS paint systems — not the polyurethane topcoats typical of business jets. I'll hand your maintenance people the full reports and let them judge.
Verified 2026-09-11
Because no airframe OEM has evaluated and listed it — that's the plain answer. Consumable materials lists name products that have been through the manufacturer's own qualification process, and System X hasn't been through any airframer's process. Independent testing to a Boeing specification, which these products have, is not an OEM approval and doesn't put a product in your manual — the two must never be confused. So here is how I handle it: before quoting, I check what I carry against your AMM and SPM cleaning and materials sections for that specific tail. If your documentation doesn't permit a product, I tell you that in writing and offer the compliant alternative instead. I'd rather lose a coating sale than put something on an aircraft the paperwork doesn't support.
Verified 2026-09-11
The AMM and SPM cleaning and materials sections for that specific tail, including any approved consumable materials list — from your A&P or from the owner/operator. Plus make, model, and paint condition. I check what I carry against what your documentation permits, per aircraft, every time, because documentation gets revised and what was fine last year may not be fine now. It costs you a few minutes of pulling pages and it means the quote you get is for work your paperwork actually supports. If the documents rule something out, you'll hear that from me first, in writing.
Verified 2026-09-11
Your maintenance personnel — always. I detail and coat surfaces; I do not perform maintenance, make airworthiness determinations, or sign anything off, and I won't pretend otherwise. What I do is supply the documentation your people need to make the call: product data, the independent BSS7432 compatibility reports (independent testing, not an OEM approval), and a written statement of exactly what I intend to apply and where. If your A&P or Director of Maintenance says no, that's the answer, and I'll work within whatever they do approve — a wash program instead of a coating, for instance.
Verified 2026-09-11
Four things, and I'll keep the list honest: reduced wash frequency; easier removal of exhaust soot and bug strike; gloss retention; and contaminants that release with less mechanical agitation — which means less aggressive washing over the life of the paint. That last one is the quiet argument: every scrub an airframe doesn't need is wear the paint doesn't take. That's the whole list. If a coating vendor is telling you about fuel savings or performance gains, be skeptical — I don't make those claims, because I can't back them.
Verified 2026-09-11
I don't know, and no one selling coatings honestly does — no holdover-time or deice/anti-ice fluid interaction data exists for these products. The wider science is unresolved too: research feeding into SAE fluid endurance-time standards has found some surface treatments can affect anti-icing fluid wetting and endurance, while other studies found no effect. I won't characterize that as settled in either direction. For an aircraft flown in icing conditions, treat coating-and-fluid interaction as an open question for your operations and maintenance people to weigh, and I'll put that in writing with any quote. If interaction data ever becomes available for these products, this answer changes and I'll update it.
Verified 2026-09-11
I don't currently hold surface resistivity or static-dissipation data for these products. I've requested it from the manufacturer, and I'll publish what comes back either way — including if the answer is that no data exists. Worth knowing in the meantime: Cirrus Aircraft Service Advisory SA25-02 (March 2025) advises that ceramic coatings are not approved for Cirrus exterior surfaces due to potential interference with static dissipation. That advisory applies to Cirrus aircraft specifically, not to all airframes — but it's exactly the right kind of question to ask, and if you operate a Cirrus, it governs. For anything else, this is one more item that belongs in front of your maintenance personnel, with the data gap stated plainly.
Verified 2026-09-11
The coating leaves with the old paint — strip and repaint removes it, so there's nothing to undo on my side. Two practical points. Tell your paint shop a ceramic coating is present before they start prep; it affects how they approach sanding and cleaning, and shops would rather know than discover. And after repaint, recoating waits on the new paint's cure — that window is the paint shop's call, not mine, so I take their guidance on when the surface is ready. Fresh paint is actually the best moment to coat: the surface needs the least correction it will ever need.
Verified 2026-09-11
I come to you — hangar-side is how I work. I bring the equipment and the products to your field, work around your flying schedule, and leave the hangar the way I found it. Based in Watertown, South Dakota, serving the surrounding area. Coating work needs indoor space and moderate temperature to cure properly, so in winter that means a heated hangar; wash and interior work are less demanding. If your situation is unusual — no hangar access, shared ramp space — tell me when you reach out and we'll sort the logistics before anything is scheduled.
Verified 2026-09-11
Still have a question? Text or call me — I'll answer.
Make, model, and a couple photos — I'll send you a number, usually the same day. The quote is the price.