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backnp source. Both modes of gear operation can
be. accomplished without electrical power except for the
gear position indication, which requires dc essential No.
2 bus power. Gear downlock actuators inwrpomte internal
mechanical fmger locks that maintain the downlock
inserted position in the absence of hydraulic
pressure. The landing gear handle wntains other interlocks
that are discussed under their respective systems
such as weapons firing, jettison systems, APC, maneuvering
flaps, and ground power system test panel.
Design lit landing sink speed forthe ahcrag is 25.3
feet per second (nominal landing sink speed is about 11
feet per second). Normal and emergency wntmls and
displays associated with operation of the landing gear
are shown in Figure 2-69.
2.252 Main Landing Gear. Each main landing gear
shock stmt consists of an upper outer cylinder and a
lower internal piston, which has a maximum stroke of
ORIGINAL 2.116
NAVAIR 0%F14AAD-l
NOMENCLATURE FUNCTION
0 LDG GEAR handle
0 DOWN LOCK ORIDE
lever
0 HYD ISOL switch
@
Landing gear transition
light
Normal - Up and down overcenter action provides normal retraction
and extension by the combined hydraulic system.
Emergency - Down-push-turn clockwise pull actlon provldes emergency
extension of all gear by a compressed nitrogen charge.
Down - Weight-on-wheels Indication, prevents gear handle being
retracted without pilot override (ralslng lever).
UP- Weight-off-wheels Indication, does not Inhibit pilot raising
gear handle. Automatic operation by electrical solenoid.
FLT - Comblned system hydraulic pressure Is shut off to the landing
gear, nosewheel steering and wheel brakes.
TO./LDG - Switch Is automatically placed In this positlon with gear
handle down. Combined hydraulic pressure Is available to all
components.
On whenever gear and door posltlons (lncludlng maln landing gear
sldebrace actuators) do not correspond to handle posltlon. Out when gear
and doors are locked In posltlon selected by handle.
Figure 2-69. Landing Gear Controls and Indicators (Sheet 1 of 2)
2417 ORIGINAL
NAVAIR 0%F14AAD-1
NOMENCLATURE I FUNCTION
0 LDG GR indicator - Landing gear down and locked (except main landing
gear sidebrace actuator).
EU !l - Landing gear retracted and doors closed.
lal
- Unsafe gear or power off indication.
@
WnEELS warning light Llght flashes with flaps greater than 10’ deflection and either or both throttles
less than approximately 85% rpm, and all landing gear not down and locked.
Approach lights and indexer will illuminate when the LDG GEAR har idle is
placed in the down position, but this is not an indication of gear down and
locked.
Figure 2-69. Landing Gear Controls and Indicators (Sheet 2 of 2)
25 inches. A hard step (31,000 pounds required for fnrther
compression) in the strut air curve provides a consistent
4-inch stroke remaining in the ground static
condition. A side-brace link is mechanically extended
tkoomth e inboard side of the strut outer cylinder to engage
in a nacelle fitting and thus provides additional side
load support for ground operations.
The path of the wheel assembly is controlled by the
drag brace as it folds (jackknifes upwards) during gear
retraction and unfolds during extension. The fully extended
shock strut and jackknifed drag brace retracts
forward and rotates the wheel assembly 90’ to lie flat in
the wheelwell. Inboard and outboard and aft main gear
doors are individually actuatedc losed in sequencet o
provide fairing for the retracted gear. An uplock hook
on the shock strut engages a roller in the wheelwell to
hold the gear in the retracted position. The main landing
gear actuator on the inboard side of the shock strut retracts
and extends the gear assembly.
The geard ownlock actuator,m ounteda t the dragb race
knee pin, extends to prevent unlocking (jackknifing) of
the drag brace. Hydraulic pressure must be supplied to
the downlock actuator in order to retract it against the
spring action ofthe integral locking mechanism. A paint
stripe across the drag brace knee pin provides an external
visual indication of the drag brace locked condition. A
ground lock device clamps onto the downlock actuator
rod for safetying the main gear.
Maximum strut extension and wheel alignment are
controlled by torque arms that incorporate cam-operated
microswitches to detect a weight-on-wheels condition
(greater than 5 inches of strut compression). The single
split-type wheel assembly incorporates thermal fuse
blow plugs and a pressure relief device to prevent overinflation
　
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