Private Jet Detailing in Fort Lauderdale, Miami and South Florida
We are based between Fort Lauderdale and Miami, and we work the state from Orlando south — both the Atlantic and the Gulf coasts. Here is exactly where we go and what to expect when we get there.
Home base: Fort Lauderdale and Miami
South Florida has one of the densest concentrations of business aviation anywhere in the world. Between Fort Lauderdale Executive, Opa-locka and Miami Executive alone there are several hundred based aircraft, and the transient traffic through the winter season is heavier still.
That density is why we are based here. It also shapes how we work: most of our jobs happen on somebody else's ramp, between flights, on a schedule set by the crew rather than by us.
Airports we work regularly
- KFXE — Fort Lauderdale Executive. Our most frequent field.
- KFLL — Fort Lauderdale-Hollywood International
- KOPF — Miami-Opa Locka Executive
- KTMB — Miami Executive
- KPMP — Pompano Beach Airpark
- KBCT — Boca Raton
- KPBI — Palm Beach International
Area of operation: Orlando south, both coasts
Our working radius runs from Orlando down. That takes in the Treasure Coast and the Space Coast on the Atlantic side, and the entire Gulf coast from Tampa down through Sarasota, Fort Myers and Naples.
- Central Florida — KMCO Orlando, KSFB Sanford, KISM Kissimmee, KORL Executive
- Atlantic coast — KSUA Stuart, KVRB Vero Beach, KMLB Melbourne
- Gulf coast — KTPA Tampa, KPIE St. Pete-Clearwater, KSRQ Sarasota, KRSW Fort Myers, KAPF Naples
- Keys — KEYW Key West, by arrangement
If your aircraft is on the ground anywhere from Orlando south, we can get to it.
What Florida does to aircraft paint
Working exclusively in this climate has taught us that Florida is unusually hard on an airframe, and for reasons that are not obvious until you have seen a few hundred of them.
Salt air is the headline problem. Coastal parking — and almost every field on this list is coastal — means a constant fine salt deposit that finds its way into fastener heads, control surface gaps and the belly seams.
Ultraviolet load is the second. Florida sits at a latitude and a cloud-cover profile that puts more UV onto a parked airframe than almost anywhere in the continental United States. UV is what breaks down the resin in the clear layer and produces the chalky, flat look that owners describe as the paint "going dead".
Afternoon rain and standing water finish the job. Warm rain lands on a hot airframe, evaporates in minutes and leaves every dissolved mineral behind as a spot. Do that daily for a season and the water spotting etches.
We wrote about this at length in what salt air and Florida sun actually do to your aircraft.
How a mobile job actually runs
Almost everything we do happens where the aircraft already is. A typical exterior job on a mid-size jet runs six to ten hours depending on condition and how much correction is called for.
- Access. We coordinate with your FBO or hangar for ramp access and power. Most South Florida FBOs know us.
- Survey. Panel-by-panel walk with gloss readings logged before anything touches the paint.
- Work. Belly first, then the flanks, then brightwork and glass.
- Walkthrough. We hand the aircraft back to your crew in person.
AOG and short-notice work
Aircraft on ground is its own category. If an aircraft needs to look right for a charter or a showing tomorrow morning, tell us when you call — we hold capacity for short-notice work and the booking form has an AOG option that routes those enquiries to the top.
Want a firm number for your tail?
Licensed and insured. Fort Lauderdale to Orlando, both coasts. Most quotes out within four hours.