As for 'pressurized gas', there's the pics below. These are of a unit from a test set for a military fighter plane combat radar. It's basically just a pressure regulator and doesn't say what the gas actually is, apart from the cryptic "GX2" (or GN2") label on the pipe connector from the gas source. More interesting for the show of how low volume military test gear was constructed. The wires are all teflon insulated. Not because they needed to be, but because _everything_ in the associated gear used that wire.
GN2 is dry gaseous nitrogen, typically obtained from a high pressure cylinder, commonly used for aircraft tyre inflation, and for purging of internal pitot static plumbing during maintenance. The cylinders are typically refilled ( at least in the military) by a dedicated support unit, where they have the air liquifier plant to compress and dry the air and then compress in a high pressure compressor series to get it to first drop out the water vapour, then the CO2 , then finally the O2, leaving behind the N2 and traces of other rare gases ( He, Ar, Kr, Ne Ra ) which is finally condensed into the liquid gas by evaporation. This then is stored in large Dewars, and as needed used to fill cryotanks or fed to an evaporator to generate high pressure gas for filling cylinders.
Aircraft test gear often uses the same instrumentation as the actual aircraft uses, along with the same fittings, plumbing and wiring, so as to have common connectors. There you find them using internally a circular bayonet connector for a connector, despite it being a connector costing $100 or more, in an application where it never will be disconnected, just because the same connector is used on the airframe and it has enough terminals ( or at least enough, I have seen a 200 pin connector used with 5 wires in it) to handle the loom. the ground pitot static set used the same piping internally as the helicopter, which made ordering a replacement tube difficult, I eventually replaced a serviceable one on the airframe to get the used pipe, as it was considered expendable. Did not just use the airframe number but replaced the pipe, important to have the parts match the paperwork, though there was the hanger queen which at one time did have 5 3 axis gyro units in it, while there was wiring and mounting there for only 2. That one lost a lot of parts for AOG use, I took almost all the hydraulic system ( or at least the instrumentation part I dealt with) out as spares. That helicopter actually flew again..... The other hanger queen was at one point 3 broomsticks holding wiring looms, a serial number plate and 2 rows of racking with assorted hardware and panels.