Full livery painting, engine cowlings, local registration and flag changes, and skin-panel repair carried out in a custom-built enclosure at the aircraft — plus the stripping and sanding work every widebody eventually needs.
We are known for vinyl, because vinyl takes the paint shop out of the schedule. But some jobs are paint jobs, so we paint as well — decentrally, in a custom-built enclosure with extraction set up where the aircraft already is. That covers a registration change, an engine cowling, a damaged skin panel, and the stripping and repainting a widebody needs when a previous scheme has to come off properly.
The common thread is scale: each of these is small enough to do at the aircraft and too small to justify a booth slot.
Registration and flag changes at whatever location the aircraft happens to be. On an AOC transition these are the changes with a hard date attached, and exactly the kind of job a paint facility cannot schedule economically.
At any given locationOn Condor’s A330-900neo D-ANRB we painted a 20 m² skin panel and the surrounding area in a multi-layer process — wash primer, primer, base coat, topcoat, exterior marking placards and clear coat — in a specialised enclosure with an extraction system, completed in four days.
Enclosure with air extractionEngine cowlings and larger surface areas, painted at the aircraft in the same enclosure, so a cosmetic finding does not become a reason to move the aircraft. On the Sunclass A330 that extended to work in the nacelle area, added at short notice and carried out directly on site.
Component-level workStripping, sanding and repainting, with a focus on widebodies. Related: complete removal and neutralisation of an existing identity, as on a Sunclass Airlines A330, down to a uniform and consistent appearance.
Widebody focusVinyl wins on time and reversibility. Paint wins where it wins. Here is where the line runs, in our experience.
| The job | What we would suggest | Why |
|---|---|---|
| Fleet rebrand, aircraft in service | Vinyl | It runs within planned maintenance events; no separate slot is needed |
| Campaign or temporary scheme | Vinyl | It comes off again easily, at a low maintenance level |
| Lease return, scheme must go | Vinyl off, paint where needed | Removal restores the base paint; only damaged areas need painting |
| Damaged skin panel | Paint | A structural repair needs a paint system, not a temporary repair |
| Registration or flag change | Either | Both are fast; the aircraft’s existing finish usually decides |
| A metallic or pearl effect | Vinyl | MICA effects are part of the vinyl range — paint is not the only route |
The Eurowings A321neo D-AEEA is the clearest case: the “Sunglasses” cockpit design and the Eurowings Holidays branding were painted, not wrapped — and still completed in one night, from sunset to sunrise.
The reason decentral painting works is containment: a custom-built enclosure with extraction creates the conditions a paint system needs, at the aircraft, in the hangar it already stands in.
Both. Our teams bring thirty years of experience in painting and foiling commercial aircraft — the vinyl side is what makes us different, but it is not the whole capability. Practically, it means you get an answer about the method before you get a quote, including when that answer means a smaller order.
With containment. We can work with a custom-built enclosure and its own air extraction, built around the work area at the aircraft, which creates the controlled conditions the paint system needs. On the Condor A330-900neo that covered a full multi-layer build over 20 m² in four days. There is a size limit: a complete widebody repaint belongs in a facility, a panel or a cowling does not.
Yes — stripping, sanding and repainting is regular remedy work for us, with a focus on widebody aircraft. Where the scheme is vinyl rather than paint, removal is cleaner and faster, and the base paint underneath is not touched at all.
Yes. Where a modification is involved, the documentation — an EASA Minor Change, for instance — is produced with our strategic Part 21J DOA and Part 21G POA partners. The same route is available under EASA, UK CAA, UAE GCAA and FAA approvals. And we coordinate what sits around the work: on the Sunclass A330 that included organising the aircraft weighing with the required alignments, and the release in cooperation with a Part 145 partner.
It depends on area, access and the condition underneath — aged or damaged paint adds preparation time before anything is applied. Send a photo of the area and roughly how large it is, and you get a range rather than a placeholder.
For paint work a picture is worth more than a description — and we will tell you whether it can be done on location or whether this one belongs in a facility.