The New York metro fields carry the highest concentration of jets and Part 135 charter traffic in our whole coverage area. We work them on your turnaround window, badging and all.
These are the New York fields we work most. If your airport is not on the list, ask anyway — the list is where we go regularly, not a boundary.
| Code | Airport | City | Region |
|---|---|---|---|
| KFRG | Republic Airport | Farmingdale | Long Island |
| KISP | Long Island MacArthur Airport | Ronkonkoma | Long Island |
| KFOK | Francis S. Gabreski Airport | Westhampton Beach | Long Island |
| KHPN | Westchester County Airport | White Plains | Westchester / Hudson |
| KSWF | New York Stewart International Airport | Newburgh | Hudson Valley |
| KMGJ | Orange County Airport | Montgomery | Hudson Valley |
| KPOU | Dutchess County Airport | Poughkeepsie | Hudson Valley |
7 New York fields listed. Work is performed on site at your hangar, FBO ramp or maintenance facility — the aircraft never has to move. We coordinate ramp access and scheduling directly with your FBO or flight department.
The New York metro fields are the most operationally demanding part of our coverage area, and the highest-value. Republic, Long Island MacArthur, Gabreski and Westchester County carry a dense concentration of business jets, managed aircraft and Part 135 charter operators. These are aircraft that fly hard, get seen by paying passengers on every leg, and have almost no tolerance for being unavailable.
That drives how we schedule. On a charter aircraft the detail has to fit into a turnaround window — the gap between one trip landing and the next departing — or it has to happen overnight. We are set up for both. For a managed fleet we will work a rotation around the dispatch calendar rather than asking for the aircraft on a fixed date, which is usually the only way it works at all.
Ramp access is its own consideration up here. Several of these fields have badging and escort requirements that a detailer showing up cold will not get through. We coordinate access directly with the FBO or the flight department ahead of time so the crew is cleared before the truck arrives. If your operation has a specific vendor process, tell us early and we will work through it.
Long Island's exposure profile also matters. Aircraft based at Gabreski or MacArthur are close enough to the Atlantic to pick up real salt exposure, much like our coastal New Jersey fleet, and the winter de-ice load across the metro area is heavy. On a charter aircraft the finish is part of the product, so the maintenance interval here tends to be shorter and the ceramic coating case is stronger than almost anywhere else we work.
Pricing is the same across every state we serve — it is set by aircraft size and condition, not location. Full package breakdown is on the main aircraft detailing page.
Hand wash, wheel cleaning, bug and tar removal, belly degreasing. Scales up through polish, multi-stage correction and full restoration.
Starting AtPolished aluminum brought back to a mirror finish — leading edges, nacelles, spinners, exhaust stacks and belly panels.
HourlyOne, three and five year systems. Hydrophobic protection, UV defense, easier maintenance washes and a harder finish.
Starting AtYes. We coordinate access with the FBO or flight department ahead of the visit so our crew is cleared before we arrive, rather than turning up cold and getting stopped at the gate. If your operation has a specific vendor approval process or insurance certificate requirement, tell us early and we will work through it in advance.
Yes — that is the normal way we work New York metro aircraft. Tell us the gap between the inbound leg and the next departure and we will scope the work to fit it, or we will do it overnight so the aircraft is ready for a morning trip. After-hours and weekend work is billed at $150 per hour per technician.
Yes. For managed and charter fleets we work a rotation around the dispatch calendar rather than asking for the aircraft on a fixed date, with consolidated invoicing across the fleet. On a charter aircraft the finish is part of what the customer is paying for, so most operators run a shorter interval than a private owner would.
Aircraft based at Gabreski and MacArthur are close enough to the Atlantic to see real salt exposure, yes. The practical effect is the same as our coastal NJ fleet — a shorter wash interval, more attention to lap joints and fastener lines, and a stronger case for sealed brightwork and ceramic coating.
We do, subject to how the schedule looks that day. Emergency AOG response is billed at $200 per hour per technician. The usual New York calls are an unscheduled charter, a last-minute demo or showing, or de-ice residue that needs to come off before a customer trip.
There is no hard minimum, but the metro fields are the furthest regular travel we do, so a single small piston wash usually does not justify the trip on its own. Jets, turboprops, multi-aircraft visits and any correction or coating work are all comfortably worth it. Ask and we will tell you straight.
Tell us the airframe, the NY airport it sits at, and roughly what you are after. We will come look at it and put real numbers to it.