SECTOR · AVIATION & HANGAR BUILDINGS
We are the manufacturer, not a reseller: fabric vertical lift and fold-up leaves for aviation hangar doors, sized to the fleet that will use the building and calculated for the airfield it stands on. One aircraft hangar door or a row of bays, new build or retrofit into an existing head.
Clear height is set by the tallest tail you will ever bring in, and clear width by wingtip clearance with the aircraft under tow — not by the structural opening the architect drew. Get it wrong by half a metre and the hangar is functionally one size smaller for the next thirty years.
A hangar is a heated volume with a hole in one wall. Cycle time and seal quality decide the heating bill and, in winter, whether condensation forms on the airframe you have just brought in from the cold.
Corrosion, dust ingress and water on avionics are the reason the hangar exists. A leaf that flutters, a seal that lifts in a gust, or a bottom edge that channels rainwater inward turns the building into an expensive shelter that does not shelter.
Permits, night curfews, FOD control, escorted vehicle movements and a crane lift over an active taxiway. Installation is an airside operation, and the programme has to be written that way from the first drawing.
Vertical lift geometry gives the full structural opening as clear width and clear height, because the leaf travels flat into the header rather than folding into the reveal. Clear dimensions confirmed against your fleet list before manufacture. Maximum span 60.0 m, height 22.0 m.
Fabric vertical lift doors →Opening speed 0.6 m/s with a full-perimeter seal against the header and the guides, so the aperture is open for the tow and closed the rest of the shift. Insulated leaf option where the hangar is heated.
How the mechanism works →Wind locks and a calculated guide-rail load path keep the leaf in the rail instead of flexing in a gust, and the bottom seal is detailed to shed water outward. Governing classification EN 12424 class 5 on exposed airfields.
How wind load is decided →Installation by our own crews, with the lift plan, permit documentation and night-works sequence issued before mobilisation. No subcontracted labour to re-badge for airside access.
Talk to an engineer →
Two bays, two gates, one tow path. The door is sized to the aircraft.
Delivered hangars →We work from your fleet list, not from the drawing. The governing figure is the tallest tail plus the clearance your ground crew actually tows to, and it is confirmed in writing before manufacture. A hangar built to the structure rather than to the fleet loses the top of its own opening to the door head.
Where the hangar is heated, the leaf is specified as part of the envelope rather than as a hole in it. Thermal transmittance U = 1.4 W/m²K, fabric weight 0 000 g/m², both to be confirmed against our current technical data.
Lift plan, permit pack and night-works sequence issued before mobilisation; swarf, offcuts and fixings controlled and counted on an active apron. Our own crews, so the people airside are the people named on the permit.
The same product is tendered under several names depending on who wrote the specification — airplane hangar doors in US-facing documents, aviation hangar doors in consultant packs, hangar gates in translated ones. We quote against whichever term your document uses, in metric or imperial.
Most hangar door suppliers assemble bought-in leaves to a catalogue class. We calculate, manufacture and install our own: the engineer who sizes your opening works in the same building as the plant that cuts the profiles, and the crew that installs it reports to the same office. For private hangar doors that means one point of responsibility on a single-aircraft building; on a multi-bay project it means the calculation, the manufacture and the programme do not sit with three different companies.
The projects below are illustrative of the type of work we do, not released references. Every span, height and class is dotted because none of them is confirmed yet — real references, named or anonymised, replace them once the client releases them.
CENTRAL EUROPE
Twin vertical lift doors on adjacent bays, sized to a mixed fleet of turboprops and light jets. Commissioned with the apron in service.
Request the reference sheet →
NORTHERN EUROPE
Heated maintenance hangar: insulated leaf and full-perimeter seal specified for condensation control over avionics work.
Request the reference sheet →Single bay for one aircraft, door sized to the tail and the tow path rather than to the structure.
Request the reference sheet →Sector is already set to aviation. Send the opening, the site and the fleet you need to get through it, and we come back with a class, a drive configuration and a price — usually within three working days.
Clear dimensions are confirmed against your fleet list in writing before manufacture. No figure on this page is a commitment until it appears in the offer.
