For A&P Mechanics, MRO Shops & EAA Builders
When the Part Doesn't Exist Anymore, We Get You the Geometry
OEM tooling is gone. The part is out of production. The SRM doesn't cover this repair configuration. The previous shop's work needs to be documented before you can write a 337. Whatever the situation, if you need exact geometry of an aircraft, a component, or a surface — and you need it in a format a fabricator or CAD jockey can actually use — that's what we do.
We scan at the aircraft. Carry-in cases, battery-powered, operational in 20 minutes. Preferred local ramps: BNA (Nashville International), less than 10 miles from our office, and Music City Executive (KXNX), Gallatin, TN. We travel nationally. Deliverables typically within 5 business days.
Service Listings
General Aviation Aircraft — Full Exterior Scan (Single-Engine Piston)
Cessna 172, Piper PA-28, Beechcraft Bonanza, Mooney M20, Cirrus SR22 class. You need the airframe geometry — for an STC package, for a custom fairing that has to fit the actual fuselage contour, or to create as-built records when the aircraft has been modified and nobody documented it. Full exterior in one session, no spray, no staging.
$2,800
Light Sport Aircraft / Ultralight — Full Exterior Scan
Van's RV-7, RV-10, Kitfox, Zenith CH 750 class. EAA Chapter 1000 builders and kit manufacturers who need accurate geometry of a completed airframe — for fitting fairings, documenting a one-off build, or creating the reference model before disassembly.
$1,800
Light Utility Helicopter — Full Exterior Scan
Robinson R22, R44, and equivalent class. Fuselage, tail boom, skids, rotor mast, and rotor head geometry captured. Used for fairing fabrication, custom installations, and as-built documentation.
$3,200
Aircraft Engine Cowling / Access Panel Scan
The OEM part is no longer available and the tooling is gone. Engine cowlings, wheel pants, intersection fairings, belly pans, windshield frames, antenna fairings — any formed surface that needs to be reproduced. We scan the surviving piece or the mating structure and give the fabricator a mesh they can work from directly.
$650
Propeller / Blade Scan — Per Blade
The prop is out of production, a blade is damaged beyond the SRM limits, or you want to verify a repaired blade's profile against the original geometry. We capture airfoil section at multiple stations, twist distribution, chord and taper, and leading/trailing edge radii. Comparison against a known-good blade or a nominal profile available on request.
$400
Mobilization — On-Site Visit Fees
All prices include travel within 50 miles of Nashville (37206). Ramp access must be arranged by the client. Our equipment is carry-on compatible and operates from battery — no facility power required. Preferred local ramps: BNA (Nashville International, <10 mi) and Music City Executive (KXNX, Gallatin).
| BNA, KXNX and within 50 miles of Nashville 37206 | Included |
| 51–150 miles | +$180 |
| 151–300 miles | +$295 |
| 300+ miles / Multi-day | Quoted individually |
| National / International travel | Contact for quote |
When Mechanics Call Us
Scenario — Fabrication without tooling
The part is damaged and the mold no longer exists
The OEM is out of business or discontinued the line. A wheel pant is cracked beyond repair. An intersection fairing is missing. A belly pan is crushed. The fabricator needs geometry, not a verbal description. We scan the surviving piece, the mating structure, or both. The fabricator gets a mesh they can tool from.
Scenario — 337 / DER support
Your DER needs documented geometry of a non-standard repair
The repair doesn't match an existing SRM configuration. Your DER or IA needs to know what was actually built — dimensions, contour, surface geometry — not a verbal description. We give them accurate geometry of what was actually built.
Scenario — As-built documentation
The aircraft has been modified and nobody documented the geometry
Common on vintage GA and experimental conversions. The logbooks say the work was done, but not what the resulting geometry actually looks like. A scan creates a baseline — what the aircraft is now, in millimeters — before your shop touches it or before the next phase of work begins.
Scenario — Prop damage assessment
A blade has been repaired and you need to verify the profile
After a prop strike or tip repair, you want confirmation that the repaired blade matches the original geometry within serviceable limits. We scan the repaired blade and, if you have a reference, compare it against the nominal profile. Deviation map shows exactly where it's within limits and where it isn't.
Scenario — EAA / homebuilt documentation
Documenting a one-off build before it's certified
You've built a Van's RV-7 or a Kitfox. Before the DAR signs off, you want a complete geometric record of the finished airframe — control surface travel, fuselage contour, wing geometry. Useful for insurance, for future maintenance, and for any modifications you make down the road.
Scenario — STC package support
A modification needs as-built airframe geometry for the DER
You're supporting an STC application — maybe a custom avionics tray, an aftermarket cargo system, or a modified door structure. The DER needs the actual airframe dimensions, not the type certificate data, because the specific aircraft has been modified. We give you the geometry and the documentation.
Scenario — MRO as-built record
Aircraft has been modified by three previous shops with no paperwork
Common on vintage GA aircraft and experimental conversions. The logbooks document the work was done but not the resulting geometry. A scan of the current configuration creates a baseline — what the aircraft actually looks like now, in millimeters, before your shop touches it.
Questions from A&P Mechanics
The original cowling is cracked and I need to have a new one made. Can a fabricator work from your scan data?
Yes. We deliver an OBJ or STL mesh file that fiberglass layup shops, composite fabricators, and CNC sheet metal shops can work from directly. If your fabricator uses specific CAD software (SolidWorks, CATIA, Rhino, etc.) we can provide a parametric model as an add-on. Most composite shops we've worked with prefer the mesh for tooling — they don't need parametric features, they need surface geometry they can project onto tooling foam or a plug.
Can your scan data be used to support a Form 337 or DER package?
We can give your DER accurate geometry — what the surface or structure actually looks like, in millimeters. Whether that data meets the evidentiary requirements for a specific approval is a question for your DER or FSDO, not us.
Do you need the aircraft to be airworthy or can you scan it in maintenance status?
Maintenance status is fine. We typically prefer panels on and cowlings closed for exterior captures so you get the as-installed geometry, but we can scan with panels removed if that's the purpose — for example, capturing the mating firewall ring to design a replacement cowl. We don't need the aircraft to move, run, or be airworthy.
How do you get access to the aircraft? Do you need hangar space?
Our equipment fits in carry-on Pelican cases and runs from internal battery — no shore power, no spray. Preferred local ramps: BNA (Nashville International), less than 10 miles from our office, and Music City Executive (KXNX) in Gallatin, TN. We can work at your home base anywhere in the country. Hangar or covered ramp access is typically required, but we work around your maintenance schedule.
A prop blade was repaired after a tip strike. Can you verify it's within limits?
We can scan the repaired blade and compare it to a known-good reference blade or a nominal airfoil profile. The result is a deviation map showing where the repaired blade is within the manufacturer's dimensional limits and where it's out. This gives you objective data to make an airworthiness determination, rather than relying on visual inspection alone. Scan is per blade.
What types of work are a good fit for your process?
Any situation where you need exact geometry of a surface, structure, or component and don't have usable drawings. Replacement panel or fairing fabrication when the OEM mold is gone — wheel pants, intersection fairings, belly pans, windshield frames. Fairing design that has to fit the actual fuselage contour, not a nominal model. Propeller blade profile verification after a tip repair. As-built documentation of a modification before the next shop touches it. EAA homebuilt documentation before the DAR visit. If the core problem is "I need to know what this actually looks like in three dimensions," that's our work.
How long does it take and what does it cost?
A single-engine GA aircraft exterior takes 3 to 6 hours on-site including setup. A Robinson R22 or R44 takes 4 to 6 hours. Individual panels, fairings, and access panels take 30 to 90 minutes. Prices start at $650 for a single panel or fairing, $1,800 for a light sport or ultralight, $2,800 for a single-engine piston, and $3,200 for a light utility helicopter. All prices include travel within 50 miles of Nashville (37206).
What file format do you deliver, and can a fabricator work from it directly?
We deliver a full-resolution mesh in OBJ or STL format. Fiberglass layup shops, composite fabricators, and CNC sheet metal shops can work from these directly — most don't need parametric CAD, they need surface geometry they can project onto tooling foam or a plug. If your fabricator needs a SolidWorks model, that's available as a quoted add-on.
Ready to Book?
Let us know your aircraft type, location, and what you're trying to accomplish. We'll confirm logistics and scope within one business day.