Haggan Aviation has been turning wrenches at Centennial Airport since 1996, and it has grown into one of the larger independent maintenance shops on the field. It holds an FAA Part 145 repair station certificate, which puts it in a different category from a two-mechanic hangar operation - Haggan runs heavy and light maintenance, engine and APU work, structural repairs, full interiors, paint, and pre-purchase evaluations under one roof, on aircraft ranging from Learjets and Citations to King Airs, Hawkers, Gulfstreams, and Piaggios.
What They Actually Do
The shop splits roughly into airframe maintenance and avionics. On the airframe side, that means everything from a routine inspection to structural repair after a hard landing or ground incident. On the avionics side, Haggan is a Garmin authorized dealer, which matters if you are looking at a G5000, G1000 NXi, G700 TXi, or a Starlink connectivity install - those are factory-backed installs, not a shop improvising with a parts-house panel.
A retrofit like that is not a plug-and-play swap. It typically means pulling the existing panel and its wiring, running new wiring to match the STC (Supplemental Type Certificate) that covers that exact airframe-and-equipment combination, and completing the ground and flight testing required before the aircraft goes back in service. The STC is what makes the installation legal in the first place: it documents that the specific combination of avionics and airframe has been tested and approved, and a shop installing outside that documented combination is doing something the regulations do not actually permit, no matter how clean the wiring looks.
Who This Fits
Haggan's aircraft list skews toward business jets and turboprops rather than a Piper Cherokee in for an oil change. If you are running a Part 91 or Part 135 turbine operation and need a shop that can handle both the airframe and a serious avionics retrofit without shipping the aircraft somewhere else, this is the kind of operation built for that. A single-engine piston owner needing a basic annual has smaller, less specialized options on the field worth a call first.
A repair station this size books out, especially for scheduled heavy checks and avionics retrofits. If you are planning a G1000 NXi or G700 upgrade, call well before you actually need the airplane back - slot availability, not the work itself, is usually the long pole.
What Part 145 Actually Means
Not every hangar with a mechanic and a toolbox can call itself a repair station. A Part 145 certificate is issued by the FAA to shops that meet specific requirements for facilities, tooling, quality control, and trained personnel, and it lets that shop perform and sign off certain maintenance and alterations under its own certificate rather than an individual A&P's signature alone. For an owner, the practical difference shows up on major work: a heavy check, a structural repair, or a significant alteration carries the weight of the repair station's quality system behind it, not just one mechanic's judgment call.
Part 145 vs. Individual A&P Authority
| Authority | Who Signs Off the Work | Best Suited For |
|---|---|---|
| Individual A&P / IA | A single certificated mechanic, under their own certificate | Annuals, routine repairs, and inspections on simpler aircraft |
| Part 145 repair station | The repair station itself, under its FAA-approved quality system | Heavy checks, structural repairs, and major alterations on complex or turbine aircraft |
The distinction is not about which mechanic is more skilled. It is about who backs the sign-off. An individual A&P's authority ends with that one person's certificate; a Part 145 station's authority is backed by documented procedures, tooling calibration records, and a quality control system the FAA audits on a recurring basis. For work that touches structure or a major system on a jet, that institutional backing is what insurers and future buyers generally expect to see in the logbook.
Where to Take the Airplane
If you are running a turbine aircraft that needs a scheduled heavy check, a structural repair, or a Garmin-level avionics retrofit, Haggan's Part 145 certificate and dealer status cover both sides of that job under one roof. If you are flying a piston single that just needs a routine annual, call around first, since a shop this size and this specialized is not necessarily the fastest or cheapest option for basic work. If you are buying a used jet or turboprop and want a pre-purchase evaluation from a shop that can actually open up structure and sign off what it finds, that is squarely in Haggan's wheelhouse.
Bottom Line
Haggan Aviation is built for the harder half of maintenance: turbine airframes, structural work, and factory-backed avionics installs. If that describes your airplane and your problem, the Part 145 certificate is exactly the credential you want signing off the work. If it does not, there are simpler and likely faster options elsewhere on the field.
Getting There
Haggan sits at 12420 E Control Tower Road, on the same stretch of the field as several other maintenance and avionics operations, making it an easy stop if you are cross-shopping quotes on the same visit.