NMX‑ARF‑30 / Rev 00 / aviation fuel / refueller · bowser 2026 · Product Page

NMX-ARF-30 · ENGINEERED & BODY-BUILT TO ORDER — AIRCRAFT REFUELLER & FUEL BOWSER

Fuel the aircraft. Clean and counted.

Name: Aircraft Refueller & Fuel Bowser
Brand: Neometrix

An aircraft refueller is not a tank on a truck. It is a fluid system on wheels, built around three demands: the fuel must arrive clean, it must be measured, and it must be delivered safely. So the vehicle is designed around a filter water separator — because water and particulate are the hazard in jet fuel — a flow meter and preset so every litre is counted, and bonding, interlocks and a deadman control because static and over-pressure are what go wrong. Around those sit the baffled, compartmented tank (4 kL on a bowser to 38 kL on a refueller), the pump, the hose reels and the overwing nozzle or underwing pressure coupling. We design and body-build the vehicle onto the chassis — and overhaul the ones already in service. Engineered to order — no specific delivered vehicle is claimed.

Enquire — aircraft refueller Capability sheet (PDF)

Illustrative image, not a delivered vehicle — a clean modern aircraft refueller truck on an airfield apron: a plain matte tanker body on a heavy truck chassis with a side equipment cabinet showing hose reels and a control panel, wheel chocks in place, no text, no markings and no people

Fig · 01 An aircraft refueller on the apron — a baffled tank, a pump-and-filtration set and a metered delivery system, body-built onto a truck chassis — illustrative, not a delivered vehicle

Delivers

jet fuelto a parked aircraft

Capacity

4 to 38 kLbowser to refueller

Clean

filter + waterseparator + DP gauge

Measured

meteredflow meter + preset

Built

on a chassisbody-built to order

ISO 9001 / 14001 Engineered & body-built to order Aircraft ground support Fluid systems & filtration Noida · India

Overview

Clean, measured, and safe.

Refuelling an aircraft looks like the simplest job on the apron, and is one of the least forgiving. The quantity has to be right, because the aircraft is loaded and trimmed on it. The fuel has to be clean, because water and particulate carried into a fuel system are a flight-safety matter, not a housekeeping one. And the operation has to be safe, because you are moving a flammable liquid at rate, alongside an aircraft, where a static discharge is the thing you design against. Every feature on a refueller traces back to one of those three demands.

Illustrative image, not a delivered vehicle — a refueller's pump and filtration set in an open side cabinet: a horizontal cylindrical filter water separator vessel with a bolted domed end cover, a differential-pressure gauge, a pump, valves and stainless pipework on a painted frame, no text and no people

Fig · 02 The filter water separator and pump set — the heart of the vehicle: water and particulate are taken out, and the differential-pressure gauge says when the elements are done — illustrative, not a delivered vehicle

Clean is the whole design. The defining component is the filter water separator (or filter monitor): fuel passes through coalescer and separator stages that pull free water out and hold back particulate. Its differential-pressure gauge is watched, because rising pressure drop is how the elements announce they are loaded. Around it sits the rest of the cleanliness discipline: the tank is sloped to sumps that are drained and checked before delivery, and the whole system is built to keep water from getting a foothold in the first place.

Measured, and recorded. A flow meter (positive-displacement or turbine) with a register and preset gives the uplift — and lets an operator set a quantity and have delivery stop there. Increasingly the requirement goes further: electronic fuel management, vehicle and user identification and telemetry, so that fuel issued is reconciled automatically rather than on a clipboard.

Safe because it is built that way. The vehicle is bonded and earthed to the aircraft before a drop moves — static is the hazard in fuel handling. A deadman control means delivery stops the moment the operator lets go, and a pressure-control valve protects the aircraft from over-pressure on a single-point connection. Drive-away interlocks stop the vehicle being driven off while still connected, and emergency stops, extinguishers and a proper platform, ladder and lighting fit-out complete it.

The measure of a refueller is not how much it carries. It is whether the fuel that reaches the aircraft is as clean as the fuel that left the farm, whether the figure on the meter is the figure in the tanks, and whether nothing happened on the apron that should not have.

Clean

Water and particulate, out

A filter water separator with a differential-pressure gauge, a tank sloped to sumps that are drained and checked before delivery — because contaminated fuel is a flight-safety matter.

Counted

Every litre measured

A flow meter with register and preset so the uplift is measured and stops where it is set — with electronic fuel management, identification and telemetry where the operator needs reconciliation.

Safe

Bonded, deadman, interlocked

Bonding and earthing against static, a deadman control that stops delivery when released, pressure control against over-pressure, and drive-away interlocks — safety built into the machine.

Architecture

Tank, filtration, metered delivery.

The schematic follows the fuel — from the bottom-loading fill, through the tank, the pump and the separator, to a metered delivery into the aircraft — and shows the vehicle that carries it. The detail panel covers the three demands every uplift has to meet, and how this differs from the cryogenic tanker.

FIG · 03ARF ARCHITECTURE · TANK / FILTRATION / METERING & DELIVERY · BONDED, DEADMAN, BODY-BUILT

Fig · 03 Take the fuel on, carry it, clean it, count it and deliver it — a baffled tank, a filter water separator, a metered delivery set and a bonded, interlocked safety system, body-built onto a chassis

Arc · 01

The Tank

Baffled and sloped, often compartmented, from about 4 kL to 38 kL — with manways, vents, a bottom-loading fill connection and water drain sumps at the low points.

Arc · 02

Pump & Filtration

The pump, manifold, valves and pipework that move fuel at rate — and the filter water separator with its differential-pressure gauge, the item the whole vehicle is built around.

Arc · 03

Metering & Delivery

A flow meter with register and preset, then hose reels to an overwing nozzle or an underwing single-point pressure coupling, under a deadman control.

Arc · 04

Safety & Body-Build

Bonding and earthing, drive-away interlocks, pressure control and emergency stops — mounted, piped, wired, tested and commissioned onto the chassis.

Have an aircraft refueller, ATF bowser or refueller-overhaul requirement? Send the capacity, the chassis and the standards — a clause-by-clause compliance matrix within two working days · [email protected]

Send tender spec

Specifications

Reference vehicle, built to the apron.

The parameters below describe a reference refueller. The capacity, the chassis, the delivery rate, the filtration and metering fit and the safety scheme all follow from the operation — what is being fuelled, how fast it has to be turned round, and the standards the airfield works to.

Illustrative image, not a delivered vehicle — the delivery side of a refueller: a large hose reel with coiled heavy black fuel hose, a bonding and earthing reel with clip, an underwing pressure-refuelling coupling in its holder and a small control panel with blank gauges, no text and no people

Fig · 04 The delivery side — hose reels, the bonding reel that goes on before anything flows, and the underwing pressure coupling — illustrative, not a delivered vehicle

Where refuellers go wrong

In the cleanliness, the measurement and the discipline, rather than the tank. Filtration that is undersized or overdue lets water through and the differential-pressure gauge is the only warning you get; a tank that does not slope to its sumps keeps water where you cannot drain it; a meter that is out of calibration means the aircraft is not carrying what the paperwork says; and a bonding or interlock shortcut is how apron incidents happen.

So the filtration is sized to the delivery rate and monitored, the tank is drained and checked as routine, the meter is calibrated and sealed, and the safety chain — bonding, deadman, pressure control, interlocks — is function-tested at build and at overhaul. The measure of a refueller is that the fuel arriving at the aircraft is as clean as the fuel that left the farm, and the figure on the meter is the truth.

Full specification — expand

System	Aircraft refueller / ATF fuel bowser — a mobile aviation-fuel servicing vehicle: tank, pump, filtration, metering, delivery and safety systems, body-built onto a chassis, tested and commissioned
Function	Carries aviation turbine fuel to a parked aircraft and delivers it clean, measured and safely
Capacity	About 4–6 kL on a fuel bowser; 16, 25, 27, 38 kL on a large refueller; small ~1 kL dispensing tank / trailer units also built
Tank	Baffled and sloped, often compartmented; manways, vents, bottom-loading fill connection, water drain sumps at the low points
Filtration	Filter water separator (or filter monitor) with differential-pressure gauge — removes free water and particulate; sumps drained and fuel checked before delivery
Metering	Positive-displacement or turbine flow meter with register and preset; optional electronic fuel management, identification and telemetry
Delivery	Hose reels to an overwing nozzle and/or underwing single-point pressure-refuelling coupling; deadman control and pressure control
Safety	Bonding & earthing reels, drive-away interlocks, emergency stops, extinguishers, spark arrestor, platform, ladder & lighting
Service	Overhaul, refurbishment & upgrade of in-service refuellers — strip & inspect, re-tank or re-pipe, recalibrate, retrofit metering & fuel management
Sourcing	The chassis (often customer-supplied), the pump, the filter water separator and its elements, the flow meter and the nozzles & couplings are bought-in; Neometrix designs, body-builds, pipes, wires, tests & commissions the vehicle
Status	Engineered & body-built to order · sized to the capacity, chassis & the airfield’s standards · quoted across aircraft-refueller, ATF-bowser & refuelling-pump requirements · no specific delivered vehicle or customer is claimed on this page

PDF · 1 page

Aircraft Refueller & Fuel Bowser — Capability Sheet

Tender Response

Send your capacity, chassis & standards — compliance matrix in two working days

Variants

One discipline, the vehicle you need.

Requirements call it an aircraft refueller, an ATF bowser, a fuel bowser, a dispensing unit or a refueller overhaul. The discipline — clean, measured, safely delivered — is common; the vehicle is sized to the capacity, the chassis and the operation.

Var · 01

Aircraft Refueller

The large vehicle — roughly 16 to 38 kL on a heavy truck chassis, with full filtration, metering and underwing delivery for fast turnrounds.

Var · 02

ATF Fuel Bowser

The compact 4–6 kL bowser, including pressurised types — for smaller aprons, dispersed operations and field replenishment.

Var · 03

Dispensing Tank & Trailer Units

Small ~1 kL tank units with a dispensing set — skid or trailer mounted, for detachments, small aircraft and remote fuel points.

Var · 04

Overhaul & Fuel-Management Upgrade

In-service refuellers stripped, inspected, re-piped and recalibrated — with metering and telemetry retrofitted where the operator wants reconciliation.

Applications

Where it turns them round.

Wherever aircraft have to be fuelled — a main airfield, a dispersed detachment or a field fuel point.

A · 01Airfield aircraft refuelling

A · 02Forward & field fuel replenishment

A · 03Underwing single-point pressure refuelling

A · 04Overwing nozzle refuelling

A · 05Fuel-farm to aircraft distribution

A · 06Refueller overhaul, refurbishment & upgrade

FAQ

Common questions.

Plain-language answers from the engineering team.

Q · 01 What is the difference between an aircraft refueller and a fuel bowser?

Mostly size and role — the engineering is the same discipline. An aircraft refueller is the large vehicle: typically 16 to 38 kL on a heavy truck chassis, with a full filtration and metering set and usually underwing single-point delivery, built for fast turnrounds at a main airfield. A fuel bowser is smaller — commonly 4 to 6 kL, including pressurised types — more manoeuvrable, suited to smaller aprons, dispersed operations and field replenishment. Below those sit small dispensing tank units of around a kilolitre on a skid or trailer, for detachments and remote fuel points. All of them do the same three things: carry the fuel, clean it through a filter water separator, and deliver a measured quantity safely. What changes with size is capacity, delivery rate, the chassis and how much fit-out the vehicle carries — not the principle.

Q · 02 Why is filtration the heart of a refueller?

Because the two things that must not reach an aircraft’s fuel system are water and particulate, and a refueller is the last chance to remove them. Water gets into fuel through condensation, handling and storage; in an aircraft it can promote corrosion and microbial growth and, at altitude, freeze — so it is treated as a flight-safety issue rather than a quality preference. The answer is a filter water separator: fuel passes through a coalescer stage that makes fine water droplets merge into drops big enough to fall out, and a separator stage that stops those drops carrying over, while the element media hold back solid particulate. The differential-pressure gauge across it is the instrument that matters — a rising pressure drop is how the elements tell you they are loaded and due for change. Around that sit the habits the vehicle is designed to support: a tank sloped to drain sumps, sump draining and checking before delivery, and a system laid out so water has nowhere to sit. Filtration is not a component on a refueller; it is the reason the rest of the vehicle is arranged the way it is.

Q · 03 How is the refuelling operation kept safe?

By designing for the ways it goes wrong. The first is static electricity — fuel flowing through pipes and hoses generates charge, and a spark next to fuel vapour is the accident everyone is guarding against. So the vehicle carries bonding and earthing reels, and the bond to the aircraft goes on before anything flows and comes off last. The second is over-pressure: on an underwing single-point connection the aircraft’s tanks can be damaged if pressure is not controlled, so a pressure-control valve limits delivery pressure. The third is loss of control: a deadman control means fuel flows only while the operator is actively holding it, and stops the instant it is released. The fourth is the vehicle itself — drive-away interlocks prevent it being driven off while hoses are still connected. On top of those sit emergency stops, extinguishers, a spark arrestor, and a properly engineered platform, ladder, handrail and lighting fit-out so the crew can work safely on and around the vehicle at night.

Q · 04 How is this different from your liquid-oxygen tanker and your fuel-pump test rigs?

They are three different machines that happen to share a family. Our liquid-oxygen tanker vehicle is a cryogenic product: a double-walled, vacuum-insulated tank carrying liquid oxygen at very low temperature for aircrew breathing systems, where the discipline is oxygen cleanliness and thermal performance. This refueller carries a flammable hydrocarbon at ambient temperature in a baffled tank, and its discipline is filtration, metering and static control — a filter water separator and a bonding reel have no equivalent on a cryogenic tanker, and vacuum insulation has no equivalent here. Same idea (a servicing vehicle we body-build), completely different engineering. Our fuel-pump and fuel-injection test rigs are different again: they are test equipment that puts a fuel component on a bench and measures how it performs. A refueller does not test anything — it delivers fuel to an aircraft. We build all of them, which is why the family is cross-linked, but they are specified and quoted as distinct products.

Q · 05 What do you build, and what is bought-in?

We do the body-build — turning a chassis and a set of specialist components into a working, certified vehicle. What Neometrix designs and builds is the tank (design and fabrication, baffles, compartments, sumps, manways, vents and the mounting to the chassis), the fluid system (pump mounting and drive, manifold, valves and all the pipework), the installation of the filtration and metering, the delivery fit-out (hose reels, nozzle and coupling stowage, cabinets), the safety systems (bonding and earthing, interlocks, deadman, emergency stops), the platform, ladder, handrail and lighting, and the testing, calibration and commissioning of the finished vehicle — plus overhaul and refurbishment of refuellers already in service. What is bought-in specialist is the chassis (a commercial truck chassis, frequently supplied by the customer), the pump, the filter water separator and its elements, the flow meter, the nozzles and API couplings, hoses, and any fuel-management or telemetry hardware. This is the same fabrication, fluid-systems and vehicle body-building competence behind our other mobile servicing vehicles and aircraft ground support equipment. Engineered and body-built to order; no specific delivered vehicle or customer is claimed on this page.

Q · 06 Can you overhaul an existing refueller or retrofit fuel management?

Yes — and it is a large, steady part of this work, because refuellers are long-lived assets that are refurbished rather than replaced. A typical overhaul means stripping and inspecting the vehicle, examining the tank internally for corrosion and water traps and repairing or replacing it where needed, re-piping tired fluid lines and valves, overhauling or replacing the pump, renewing the filter water separator internals and elements, recalibrating and sealing the meter, replacing hoses, reels, nozzles and couplings, and function-testing the whole safety chain — bonding, deadman, pressure control and interlocks — before the vehicle goes back into service. The common upgrade at the same time is fuel management: retrofitting electronic metering, identification and telemetry so that issues are recorded and reconciled automatically instead of manually. It is usually the most economical way to get a modern, compliant refuelling capability out of an asset that already exists.

↗

The aircraft ground-support line from Neometrix.

The cryogenic servicing tanker and the carts that turn an aircraft round beside it — engineered at our Noida facility.

↗ Cryogenic Tanker

Liquid Oxygen Tanker Vehicle

The cryogenic servicing vehicle — the same body-build competence, a very different fluid.

↗ Aircraft GSE

Aircraft Tyre Nitrogen Charging Rig

High-pressure nitrogen servicing on the apron — another turnround job, another fluid.

↗ Ground Support

Aircraft Ground Air-Conditioning Cart

Conditioned air to a parked aircraft — the ground-support family this belongs to.

Browse all Neometrix product lines.

Get a quotation

Send the capacity
and the chassis.

The defence programmes desk replies within two working days with a clause-by-clause compliance matrix and a budgetary quotation. Write to [email protected] or use the form.

Enquire — aircraft refueller Capability sheet (PDF) +91 7777 876 876

ISO 9001 / 14001 ENGINEERED & BODY-BUILT TO ORDER — AIRCRAFT REFUELLER & FUEL BOWSER BAFFLED TANK · FILTER WATER SEPARATOR · METERED DELIVERY · BONDED · DEADMAN · INTERLOCKED ENGINEERED IN NOIDA · INDIA

Fuel the aircraft. Clean and counted.

Clean, measured, and safe.

Water and particulate, out

Every litre measured

Bonded, deadman, interlocked

Tank, filtration, metered delivery.

The Tank

Pump & Filtration

Metering & Delivery

Safety & Body-Build

Reference vehicle, built to the apron.

Where refuellers go wrong

One discipline, the vehicle you need.

Aircraft Refueller

ATF Fuel Bowser

Dispensing Tank & Trailer Units

Overhaul & Fuel-Management Upgrade

Where it turns them round.

Common questions.

The aircraft ground-support line from Neometrix.

Liquid Oxygen Tanker Vehicle

Aircraft Tyre Nitrogen Charging Rig

Aircraft Ground Air-Conditioning Cart

Send the capacity
and the chassis.

Similar Products

Share This Page

Fuel the aircraft. Clean and counted.

Clean, measured, and safe.

Water and particulate, out

Every litre measured

Bonded, deadman, interlocked

Tank, filtration, metered delivery.

The Tank

Pump & Filtration

Metering & Delivery

Safety & Body-Build

Reference vehicle, built to the apron.

Where refuellers go wrong

One discipline, the vehicle you need.

Aircraft Refueller

ATF Fuel Bowser

Dispensing Tank & Trailer Units

Overhaul & Fuel-Management Upgrade

Where it turns them round.

Common questions.

The aircraft ground-support line from Neometrix.

Liquid Oxygen Tanker Vehicle

Aircraft Tyre Nitrogen Charging Rig

Aircraft Ground Air-Conditioning Cart

Send the capacityand the chassis.

Similar Products

Share This Page

Send the capacity
and the chassis.