NMX‑SHS‑30 / Rev 00 / aircraft GSE & test installations / plant · cleanliness · protection 2026 · Product Page

NMX-SHS-30 · ENGINEERED TO ORDER — STATIC HYDRAULIC SERVICING STATIONS

You can wheel power to an aircraft. Or build it into the floor.

Name: Static Hydraulic Servicing Station
Brand: Neometrix

A cart serves an aircraft; a station serves a line. This is the fixed counterpart to the trolleys and charging rigs: a plant room — reservoir, pumps, accumulators, conditioning — feeding permanently plumbed outlets at every servicing bay, sized for the line's duty cycle rather than one task. Two things follow. Cleanliness is held centrally or it is not held: one fluid volume at one class, polished on return, sampled at the outlets where the aircraft connects — and where fluid types differ, segregation is absolute, down to couplings that cannot physically cross-connect. And an aircraft is on the other end, so the airframe is protected from the station: relief independent of control, ripple held down, outlets dead until commanded. Equipment of this class has been quoted across air-force and aircraft-manufacturer static hydraulic servicing requirements; no delivered static hydraulic servicing station is claimed — the class is engineered to order.

Enquire — servicing station Capability sheet (PDF)

Illustrative of the class — the central plant room of a static hydraulic servicing installation: a long stainless steel reservoir tank with bolted inspection covers on a light-grey steel skid, two identical motor-driven pump sets with coupling guards, a rack of tall black accumulators standing in a bare steel retaining frame, a pair of vertical duplex filter housings with domed tops, bright stainless distribution pipework rising and running away at high level on tidy supports, and a plain control cabinet with a completely blank door, no people, nothing running and no readable markings

Fig · 01 The plant room — one reservoir, one class, every bay on the line fed from here

Serves

a line, not an aircraftbays in parallel, all day

Holds

one class, centrallyproven at the outlets

Segregates

fluids absolutelycouplings cannot cross-mate

Protects

the airframe firstindependent relief, low ripple

Status

engineered to orderquoted class

ISO 9001 / 14001 Engineered to order Aircraft GSE & installations Flushing & commissioning Noida · India

Overview

The trolley was never the product. The clean, ready outlet was.

When a servicing line grows past a certain tempo, the queue of carts becomes the bottleneck — and the honest fix is to stop wheeling the plant around.

Illustrative of the class — a wide empty aircraft servicing bay with clean pale epoxy floor: on the near wall a light-grey outlet console carrying two plain round gauges with blank white faces, two stainless quick-connect couplings with dust caps on short chains, an isolation valve with a red handwheel, and a large hose reel beside the panel with a neatly wound black hose ending in a capped coupling, stainless supply pipework dropping to the console from high level, the bay floor completely empty with no aircraft present, no people, nothing running and no readable markings

Fig · 02 A bay outlet — power, return and a proven cleanliness class waiting at the wall, no cart in sight

Start with the arithmetic of a line. A servicing bay needs hydraulic power for retraction checks, flight-control runs, brake and accumulator servicing — intermittently, all day. Serve that with carts and the line inherits cart logistics: the right cart, charged, clean, available, wheeled over, connected, and then a queue when three bays want power in the same hour. A static station deletes the logistics. The plant sits in its own room, sized for the line's duty cycle — the statistical sum of bays working in parallel — with an accumulator bank riding the peaks so the pumps run at the duty, not the worst second. At the bay there is simply an outlet: pressure, return, and a hose reel.

Then the real reason: the fluid. Aircraft hydraulics are unforgiving about particle class, and a fleet of carts is a fleet of separate small fluid systems, each with its own filter history, each drifting its own way — the class you certify is the class of whichever cart turned up. A central station holds one volume at one class: filtered at the plant, polished on return, de-aerated in a properly sized reservoir, and — the part that makes the claim honest — sampled at the outlets, where the aircraft connects, not at the pump. Where a site services types on different fluids, the circuits are segregated absolutely, with couplings that cannot physically cross-connect, because cross-contamination between fluid families is a fleet grounding, not a maintenance note.

And remember what is on the other end. The station's faults propagate into a connected airframe. So relief is independent of the control system, ripple is engineered down to what servo components tolerate, and every outlet is dead until the bay asks for it.

Equipment of this class has been quoted across air-force and aircraft-manufacturer static hydraulic servicing requirements. No delivered static hydraulic servicing station is claimed: the class is engineered to order, and the record is stated as it stands.

Throughput

Every bay, all day

Sized on the line's duty cycle — peaks ridden by accumulators.

Integrity

One volume, one class

Polished on return, sampled where the aircraft connects.

Safety

The airframe first

Independent relief, low ripple, outlets dead until asked.

Architecture

Size it for the line, hold the class centrally, and protect the airframe first.

The schematic follows the duty — parallel bays, the central class, proof at the outlets — then the four blocks: plant, distribution, fluid integrity, and the protection layer.

FIG · 03SERVICING STATION ARCHITECTURE · CENTRAL PLANT / DISTRIBUTION + OUTLETS / FLUID INTEGRITY / CONTROL + PROTECTION

Fig · 03 The detail worth reading twice — why the airframe is protected from the station

Arc · 01

Central Plant

Reservoir, pumps, accumulators, conditioning — sized from the line's duty cycle, de-aeration done properly.

Arc · 02

Distribution & Outlets

Plumbed bay positions — hose reels, per-outlet isolation, and couplings that cannot cross-mate.

Arc · 03

Fluid Integrity

One class, held centrally — return polishing, outlet sampling, absolute segregation between fluid types.

Arc · 04

Control & Protection

Per-bay command — ripple held down, overpressure independent of control, interlocks and emergency dump.

Specifying a servicing installation, or replacing a cart fleet that has become the bottleneck? Send the bay count and layout, the aircraft types and their fluids, pressures and flows, and the applicable standard — a clause-by-clause compliance matrix within two working days · [email protected]

Send tender spec

Specifications

Sized on the bays, judged at the outlets.

The parameters below describe the engineering approach. Plant capacity and accumulator sizing, distribution design, outlet count and coupling scheme, filtration and polishing architecture and the protection layer all follow from four givens: the bay count and layout, the aircraft types and their fluids, the pressures and flows required, and the applicable standard.

Illustrative of the class — close view of a small stainless panel on a servicing-bay console: two quick-disconnect couplings side by side of visibly different designs, one with a coarse castellated collar and one with a smooth sleeve, each with its dust cap on a short chain and deliberately impossible to confuse, below them a small needle-valve sampling point with a capped spout over a tiny stainless drip tray, two plain blank-faced gauges above and stainless tubing arriving neatly from one side, no people, nothing running and no readable markings

Fig · 04 Two couplings that cannot mate with each other's circuits — segregation you can see, and a sampling point where it counts

Where these stations go wrong

Sized for a nameplate flow rather than the line's duty cycle — every bay is starved the moment two work at once, and the station gets a reputation the pumps don't deserve. Cleanliness certified at the plant, not the outlets — the distribution quietly un-cleans the fluid, and the certificate describes somewhere the aircraft never connects. One circuit asked to carry many fluids — cross-contamination between fluid families writes off components across a fleet; segregation must be physical, down to couplings that cannot mate. Ripple treated as noise — aircraft servo components fatigue under pulsation a workshop machine would shrug off. Relief routed through the control system — the overpressure path must not depend on the thing whose failure it exists to survive. And commissioning without a flushing programme — the pipework is the largest dirty component on site until it is flushed to class, and it delays the first aircraft, not the station.

So the discipline runs the other way. The plant is sized from the statistics of the bays, with the accumulator bank carrying the peaks. The cleanliness class is held centrally and proven at the outlets, with sampling points where the aircraft connects. Fluid segregation is absolute and visible — dedicated circuits, dedicated couplings. Ripple is engineered against what the airframe tolerates, relief is independent by construction, and every outlet is dead until the bay commands it. Commissioning is planned around flushing — with the demonstration, like everything else on this machine, at the outlets.

Full specification — expand

System	Static hydraulic servicing station — central plant, distribution & outlets, fluid integrity, control & protection
Governing Idea	A cart serves an aircraft; a station serves a line — a plant room feeding permanently plumbed outlets at every bay
Sizing	The line's duty cycle — bays in parallel, all day; the accumulator bank rides the peaks so pumps are sized for the duty, not the worst second
Cleanliness	One fluid volume at one class, held centrally — filtered at the plant, polished on return, reservoir sized for real de-aeration
Where It Is Proven	At the outlets — sampling points where the aircraft connects, not at the pump; the certificate describes the fluid the aircraft actually receives
Fluid Segregation	Absolute where types differ — dedicated circuits and couplings that cannot physically cross-connect; cross-contamination between fluid families is a fleet grounding
Ripple & Pulsation	Held to what aircraft servo components tolerate — fatigue under pulsation that a workshop machine would shrug off is designed against, not discovered
Overpressure	A relief path independent of the control system — it must survive the failure it exists to protect against
Outlets	Dead until commanded from the bay — per-outlet isolation, delivery on request, a shutdown that leaves the aircraft safe rather than merely the station off
Infrastructure	Built into the building — plant-room siting, distribution designed for velocity and pressure drop, bay consoles and hose reels at every position
Commissioning	Mostly flushing — the whole distribution brought to the specified cleanliness class before the first aircraft connects, demonstrated at the outlets
The Split	The universal hydraulic charging rig is the mobile counterpart — it goes to the aircraft; here the aircraft comes to the bay. The hydraulic service trolley is the cart family this station replaces at scale — one aircraft per task versus every bay, all day. And the 350 kW hydraulic test stand tests components on a bench; this serves whole aircraft at the bay
Scope Boundary	Ours: station design & integration — plant sizing from the line's duty cycle, reservoir & de-aeration, accumulator bank, conditioning; distribution design (velocity, pressure drop, materials), bay outlets & the non-cross-connect coupling scheme; fluid integrity — filtration, return polishing, sampling points, segregation; control & protection — per-bay command, ripple control, independent overpressure, interlocks & dump; installation, commissioning including flushing to the specified cleanliness class demonstrated at the outlets, documentation, training, spares & AMC — including build to the customer's specification. Bought-in certified: pumps and motors, accumulators, filter elements and housings, valves, couplings and hose reels, instruments and control hardware. The customer's: the aircraft and their fluids, the applicable standard and the acceptance programme
Status	Engineered to order — equipment of this class quoted across air-force and aircraft-manufacturer static hydraulic servicing requirements; no delivered static hydraulic servicing station is claimed

PDF · 1 page

Static Hydraulic Servicing Station — Capability Sheet

Tender Response

Send bay count, aircraft types, fluids & flows — compliance matrix in two working days

Variants

One plant discipline, four installations.

What changes is the number of bays, whether two fluid families must live on one site, and what else the plant is asked to feed.

Var · 01

Single-Bay Static Installation

One bay, done properly — the plant, the outlet and the proven class, without the cart logistics.

Var · 02

Multi-Bay Depot Distribution

The full line — duty-cycle-sized plant, high-level distribution, a console at every bay position.

Var · 03

Dual-Fluid Segregated Installation

Two families, zero contact — parallel circuits and couplings that cannot cross-mate, one building.

Var · 04

Component-Test Annex

The same plant, one more customer — a bench room fed from the central class for rotables and components.

Applications

Wherever aircraft hydraulics are serviced at a tempo carts cannot hold.

The lines and shops that need power and a proven class waiting at the wall.

A · 01Air force depots & servicing bays

A · 02Aircraft manufacturer flight lines

A · 03MRO & overhaul facilities

A · 04Helicopter servicing lines

A · 05Component & rotables shops

A · 06Naval aviation facilities

FAQ

Common questions.

Plain-language answers from the engineering team.

Q · 01 When does a static station beat a fleet of carts?

When the line's tempo makes cart logistics the limiting factor — and earlier than most sites think. Carts look cheap because each one is; the cost hides in the choreography. Every task needs the right cart, charged, in cleanliness date, physically available, wheeled to the bay, connected and proven — and when three bays want power in the same hour, aircraft wait on equipment rather than the other way round. There is also the quiet cost of maintaining the carts themselves: each is a small hydraulic machine with its own filters, its own calibration, its own downtime. A static station converts all of that into infrastructure: the plant sits in one room where it can be maintained properly, and the bay sees only an outlet that is always there, always at pressure, always in class. The arithmetic favours the station as bay count and utilisation rise — a single-bay shop may reasonably stay on a trolley (we build those too, and the honest advice is sometimes exactly that), but a multi-bay line at real tempo almost always finds the fixed installation is what its throughput was waiting for. The carts that remain become what they should have been all along: the flexible exception for the apron and the odd job, not the backbone of the line.

Q · 02 Why is the cleanliness class proven at the outlets rather than at the plant?

Because the aircraft does not connect to the plant. Between the filter bank and the bay lie tens or hundreds of metres of pipework, joints, valves and hose — and every one of those is a place where the fluid's condition can degrade after the point where it was measured. Fresh pipework sheds; fittings introduce debris at assembly; a hose reel that has stood open once carries what fell into it. Certify the class at the plant and you have certified the one place on the system where the aircraft will never be connected. So the sampling points live at the outlets — on the bay console, at the working end — and the acceptance demonstration draws its samples there. This has a second, structural consequence: it makes the distribution's cleanliness the station designer's problem, not the operator's surprise. If the class must be proven at the far end, then pipework materials, joint types, velocities and the commissioning flush all have to be engineered so the distribution preserves what the plant produces. That is precisely the discipline that separates an installation from a collection of plumbing — and it is why our commissioning programme treats the first outlet sample, not the first pump start, as the moment the station exists.

Q · 03 What does absolute fluid segregation actually involve?

It involves accepting that procedures fail and making the mistake physically impossible instead. Aircraft fleets do not all drink the same fluid: mineral-based and fire-resistant families coexist on many sites, and they are mutually destructive — a contamination event does not damage one aircraft, it casts doubt over every airframe and component the shared circuit ever touched, which is why the honest description is a fleet grounding. Signs, colour codes and training all help and all eventually fail, because a night shift under pressure is stronger than any placard. So segregation is built in layers of hardware: separate circuits end to end — separate reservoirs, pumps, filters, pipework, with no crossover valve to be left open, because a normally-closed interconnection is a contamination event on a delay; dissimilar couplings, chosen so the wrong hose physically cannot mate with the wrong outlet no matter how hard it is pushed; and unambiguous identity at every service point, so what a technician sees agrees with what the hardware enforces. Where both families must reach the same bay, the bay gets two consoles, not one console with two labels. It costs pipework and it removes a failure mode that no amount of care reliably removes.

Q · 04 Why do ripple and overpressure get special treatment on an aircraft station?

Because the load is not a press or a cylinder — it is an airframe full of precision components that were qualified against an aircraft's own pumps, not an industrial plant room. Take ripple first. Every positive-displacement pump delivers flow in pulses, and industrial systems mostly shrug at the result. Aircraft servo valves, actuator seals and instrument bellows do not: they respond to pressure oscillation cycle by cycle, and sustained ripple at the wrong amplitude is a fatigue programme running on components that nobody signed up for. So the station's delivery is smoothed deliberately — pump selection, accumulators close to the source, line sizing that avoids resonant lengths — and the ripple limit is treated as a specification to be met and measured, not a hope. Overpressure is the same logic at higher stakes: a control-system fault that drives pressure up must meet a relief path that does not care what the control system thinks — direct-acting, independently set, sized for the worst flow, discharging safely. If the relief depends on the same controller, transducer or supply whose failure caused the event, it is not protection; it is a second copy of the fault. The test is simple to state and strict to meet: no single failure anywhere in the station may put an out-of-limit condition into a connected aircraft.

Q · 05 What does commissioning an installation like this actually look like?

Mostly, it looks like flushing — and the sites that plan for that finish early. On the day the mechanical installation completes, the distribution pipework is the largest dirty component on site: mill scale, weld residue, assembly debris, preservation compounds. No amount of filtration at the plant fixes fluid that must travel through that to reach an aircraft. So commissioning is built around a flushing programme with its own equipment, its own high-velocity regime — flushing flows are deliberately higher than service flows, because fluid that only ever ambles down a pipe never picks up what is lying in it — its own temporary loops and strainers, and its own acceptance: samples drawn at the outlets, analysed against the specified class, repeated until the trend holds. Only then does the station meet an aircraft. Around the flush sit the demonstrations that make the handover real rather than ceremonial: duty-cycle runs with bays drawing in parallel to prove the sizing; ripple measured at the outlets; relief devices lifted for real; segregation walked end to end; outlet interlocks exercised from every bay console; and the operators trained on the system they will actually run, including the sampling routine that keeps the certificate honest for the next decade. We schedule flushing as the critical path from day one — because on every installation of this kind, it is.

Q · 06 What do you build, what is bought in — and what is claimed?

Divided honestly. What Neometrix provides: the station design and integration — plant sized from the line's real duty cycle rather than a nameplate, the reservoir and its de-aeration, the accumulator bank, conditioning; the distribution engineering — materials, velocities and pressure drops chosen so the pipework preserves the class the plant produces, bay consoles and hose reels at every position, and the non-cross-connect coupling scheme that makes fluid segregation physical; the fluid integrity architecture — filtration, return polishing, sampling at the outlets; the control and protection layer — per-bay command, ripple engineered to what airframes tolerate, overpressure independent of control, interlocks and emergency dump; and installation, commissioning including the flushing programme, with the class demonstrated at the outlets, documentation, training, spares and AMC — including build to the customer's own specification. What is bought-in certified: pumps and motors, accumulators, filter elements and housings, valves, couplings and hose reels, instruments and control hardware — proprietary products of established makers, integrated rather than imitated. What is the customer's: the aircraft and their fluids, the applicable standard and the acceptance programme. And the record, stated plainly: equipment of this class has been quoted across air-force and aircraft-manufacturer static hydraulic servicing requirements, and no delivered static hydraulic servicing station is claimed. The class is engineered to order, around the line it has to keep moving.

↗

The rig that travels, the cart it replaces, and the bench beside it.

Three neighbours in aircraft hydraulics — and where the fixed installation fits among them.

↗ Mobile

Universal Hydraulic Charging Rig

It goes to the aircraft — here, the aircraft comes to the bay.

↗ The cart

Hydraulic Service Trolley

One aircraft per task — versus every bay, all day, from one plant.

↗ The bench

Hydraulic Test Stand 350 kW

Tests components on a bench — this serves whole aircraft at the bay.

Browse all Neometrix product lines.

Get a quotation

Send the bays
and the fluids they serve.

The projects 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 — servicing station Capability sheet (PDF) +91 7777 876 876

ISO 9001 / 14001 ENGINEERED TO ORDER — STATIC HYDRAULIC SERVICING STATIONS SIZED FOR THE LINE · ONE CLASS, PROVEN AT THE OUTLETS · THE AIRFRAME PROTECTED FIRST ENGINEERED IN NOIDA · INDIA

You can wheel power to an aircraft. Or build it into the floor.

The trolley was never the product. The clean, ready outlet was.

Every bay, all day

One volume, one class

The airframe first

Size it for the line, hold the class centrally, and protect the airframe first.

Central Plant

Distribution & Outlets

Fluid Integrity

Control & Protection

Sized on the bays, judged at the outlets.

Where these stations go wrong

One plant discipline, four installations.

Single-Bay Static Installation

Multi-Bay Depot Distribution

Dual-Fluid Segregated Installation

Component-Test Annex

Wherever aircraft hydraulics are serviced at a tempo carts cannot hold.

Common questions.

The rig that travels, the cart it replaces, and the bench beside it.

Universal Hydraulic Charging Rig

Hydraulic Service Trolley

Hydraulic Test Stand 350 kW

Send the bays
and the fluids they serve.

Similar Products

Share This Page

You can wheel power to an aircraft. Or build it into the floor.

The trolley was never the product. The clean, ready outlet was.

Every bay, all day

One volume, one class

The airframe first

Size it for the line, hold the class centrally, and protect the airframe first.

Central Plant

Distribution & Outlets

Fluid Integrity

Control & Protection

Sized on the bays, judged at the outlets.

Where these stations go wrong

One plant discipline, four installations.

Single-Bay Static Installation

Multi-Bay Depot Distribution

Dual-Fluid Segregated Installation

Component-Test Annex

Wherever aircraft hydraulics are serviced at a tempo carts cannot hold.

Common questions.

The rig that travels, the cart it replaces, and the bench beside it.

Universal Hydraulic Charging Rig

Hydraulic Service Trolley

Hydraulic Test Stand 350 kW

Send the baysand the fluids they serve.

Similar Products

Share This Page

Send the bays
and the fluids they serve.