Livery, cabin and IFE services — engineered, certified, produced and installed in a single workflow. Our on-site vinyl livery model skips the paint-shop queue, so the aircraft returns to the line sooner.
Airlines, operators and lessors we have delivered for — a livery, a cabin, a marking set or an installation — and the industry partners we work with. More of them are on Our work.
Airlines, lessors, MROs and ACMI operators come to us to remove the coordination overhead between engineering, manufacturing and the hangar.
Full-fleet rebrands, retro liveries, special schemes, markings and paint work — applied on site, without a paint-shop slot where vinyl allows it.
Cabin refresh, smart repairs, seat and monument work, and cosmetic restoration between checks or ahead of a lease return.
Installation support for in-flight entertainment and connectivity, plus certified part production through our Part 21G partners.
Vinyl goes on in your hangar, around the maintenance you already have scheduled. The finish is gloss, the scheme is reversible, and the aircraft is not waiting for someone else’s booth.
Vinyl livery · gloss finish
Because the work comes to the aircraft, the aircraft does not fly to a paint shop. That avoided leg is the largest single saving in the process — and the one we can put a number on.
Working inside a maintenance window you already have saves more than the ferry leg. Nothing is stripped, so there is no contaminated paint and no strippers or varnishes to dispose of afterwards. And where we do paint, it happens in a custom-built enclosure with its own extraction, not in the open.
None of that is in the figure above. The figure counts fuel, and only the leg to the paint shop — not the flight back.
Every hour an aircraft is not flying is revenue that cannot be recovered. Coordinating a design organisation, a production organisation, a hangar and a logistics chain separately is where most of that time is lost. We run all four as one.
See how we work →Two words that are easy to print. Below is what they actually mean once a project is running — each one is something a customer has already held us to.
Design approval, production and installation sit with one team. You are not coordinating a design organisation, a production organisation, a hangar and a logistics chain — and you are not waiting for the handover between them.
Planned work fits into the maintenance slot you already have, instead of asking for one of our own. All fifty Condor aircraft were done inside their planned A-checks, within three months.
When the obvious route is closed, there is another one. Feasibility is something we work out together with your engineering — not something we quote back at you as a no.
A single decal is treated like a fleet programme. The Eurowings employer branding campaign was tray table panels and seat-back prints — approved, produced and installed inside the regular maintenance lane, with no extra slot and no downtime.
Each stage below is normally a separate vendor and a separate contract. We run them as one chain.
Artwork adaptation, engineering assessment and approval of the modification.
EASA Part 21J — DOAVinyl, decals and certified parts manufactured to the approved design data.
EASA Part 21G — POAOur teams travel to the aircraft — your hangar, your Part 145 organisation or one of our partner hangars — with the access equipment and the logistics.
EASA Part 145 — AMODocumentation and sign-off, in the form your audit and lease return will ask for.
EASA Form 1 or CoC
After the Thomas Cook exit, Condor needed a new livery across four types — B757-300, B767-300, A320 and A321. We ran the Part 21J modification, produced the vinyl kit and installed it ourselves.
Full livery, head to tail, on two A220-300s at Airbus Canada in Montréal Mirabel — applied on site before delivery, with Air Lease Corporation as lessor.
Bionic riblet surface on SWISS B777-300ER, Lufthansa Cargo B777F and Austrian B777-200ER. Riblets as aerodynamics, not decoration — less drag in cruise, less fuel burnt.
Exterior livery, cabin panels, tray tables and ambient lighting on LEAV’s A320 D-ANNE. The aircraft went into the hangar in the evening and was back on the line in the morning.
Air Sénégal, Austrian Airlines, One Air, Riyadh Air, Eurowings, FlyOne Asia, Thai Airways, Sunclass, Air Uniqon and more — more projects on Our work →
What procurement asks for before the first technical call.
These are the questions that come up in every enquiry. Answering them here saves your team a call.
Yes. The livery is applied as vinyl in your hangar or a partner hangar, scheduled around maintenance you already have booked. No paint-shop slot, no repaint cycle, no queue behind someone else’s aircraft.
On a single aircraft that can mean one night: the McDonald’s scheme on an A320 — exterior, cabin, tray tables and ambient lighting — was finished overnight. Across a fleet it can mean no dedicated downtime at all: all fifty Condor aircraft were rebranded inside their planned A-checks, within three months.
Yes. Vinyl is reversible by design, and removal takes roughly half the time the installation took — without glue residue and without damaging the paint underneath. We remove it, restore the surface to the condition the lease requires, and hand over the documentation your redelivery inspection will ask for.
Yes, and the saving is mostly the flight that never happens. An aircraft wrapped in your own hangar does not have to be ferried to a paint shop and back. A two-hour ferry leg avoided is about 16.4 t of CO2 on an A320, 39.2 t on a B767-300ER and 67.0 t on a B747-400 — and that counts one leg, not the flight back.
Across our projects since 2019 that adds up to 13,026 t — the amount around 1.0 million beech trees, or 521 hectares of forest, take up in a year. You can work out the figure for your own aircraft and see exactly how it is calculated.
Design and certification run through EASA Part 21J design organisation partners, manufacturing through Part 21G production organisation partners. We also hold approvals with the UK CAA, the UAE GCAA and the FAA. Installation takes place in your own Part 145 environment or in one of our partner hangars. Quality management is certified to ISO 9001:2015.
Airlines, aircraft lessors, MROs and ACMI operators. Project leads are native speakers in English, German, French and Arabic, which matters when engineering, procurement and the hangar sit in three different countries.
Registration and type, the scope of work, the date the aircraft has to fly, and where it will be on the ground. That is enough for a realistic answer — artwork and technical detail can follow.
Procurement and engineering both need something to circulate internally.
Two answers are enough to get a useful reply: what has to happen, and on which aircraft. Or pick a slot and we go through it on a call.