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of the tire.
a Illumination of indexer lights does not indicate
that the main landing gear are clear
of the runway. Raising the gear before a
positive rate of climb is established will
result in blown main tires.
a Illumination of indexer and approach
lights is not an indication of gear down
and locked.
2.25.3 Nose Landing Gear. The dual-wheel nose
landing gear has a shock strut consisting of an outer
cylinder and a lower internal piston that has a maximum
stroke of 18 inches. During normal ground operations,
ORIGINAL 2-l 18
NAVAIR 9%FMAAD-1
the struti s fully extendedP. ilot control is providedt o kneel
the strut (4 inches stroke remaining) for catapult operations.
During retraction, the fully extended nose strut is
rotated forward by the retract actuator into the well and
enclosedb y two fonvard and two aft doom. The fonuard
doorsa m opemtedb y a separatea ctuatort hat alsoe ngages
the gear uplock, whereas the two aft doors are mechanically
linked to the shock strut. An uplock hook actuator
engagesa roller on the lower piston to hold the gear and
doorsi n the retractedp osition. During extension,t he telescopingdragbracecompressesso~
atadownlockactuator
mechanically locks the inner and outer barrel to form a
rigid member for transmission of loads to the airhame.
Note
There is no foolproof visual check of the
nose landing gear locked-down status.
Neither the downlock mechanism, which
is concealed in the fuselage nor insertion
of the ground lock pin will provide a positive
indication of gear-locked status. In
flight, the pilot must normally rely on his
indicator. Visual determination of nose
landing gear unlocked status is assistedby
a red band painted on the nose landing
gear drag brace. If red is visible, the
nosegearis not locked,
An additional sequencing switch in series
with the existing down-and-locked switch
provides the pilot with a positive indicationof
nosegearpositionI.f thenose landing
gear is unsafe in the down position
because of premature deployment of the
nose landing gear locking pin, the
nosegear indicator will indicate unsafe
and the transition light will illuminate.
Maximum strut extension and wheel steering angle
are controlled by torque arms interconnecting the
steering collar and the lower piston. The split-type
wheel assembly incorporates a tire pressure relief device
to prevent overinflation ofthe tire. Additional hardware
on the nose landing gear include the launch bar,
holdback fitting, approach lights, nosewheel steering
actuator, and taxi light. The wheel axles incorporate
recessedh oles for attachmento f a universalt ow bar with
maximum steering angle of *120°.
Restrict nosewheel deflection to i90” to prevent
stmctural damaget o the nosegears teering
unit.
2.25.4 Landing Gear Normal Operation. The
landing gear handle is mechanically connected to the
landing gear valve that directs combined hydraulic fluid
into the gear-up and gear-down lines and provides a path
for return flow. In the down position, the handle mechanically
sets the hydraulic isolation switch to provide
hydraulic pressure for gear operation. The handle is
electromechanically locked in the down position with
weight on wheels to prevent inadvertent gear retraction.
Pilot override of the solenoid-operatedh andle lock can
be effectedbylifbigthe downlocklevernexttothe gear
handle. Vertical movement of the gear handle causes a
correspondingu p and down selectiono f the landing gear
with the combinedh ydraulic systemp ressurized.T hree
flip-flop indicators provide a position display for each
of the landing gear, and a gear transition light on the
control panel illuminates anytime the gear position and
handle do not correspond. In addition, a WHEELS
warning light alerts the pilot if the landing gear is not
down with flaps deflected greater than 1 O” and either or
both throttles set for less than approximately 85-percent
Ipm.
. Unless attempting fast-cycle troubleshooting
for gear that indicates unsafe
nosegear down, transition light ilhnninated,
wait for gear to completely transition
(15 seconds with normal hydraulic
pressure) before recycling the landing
gear handle. When fast cycling the gear
handle, the pilot must immediately return
the gear handle to the down position to
avoid damaging the main landing gear
doors and inducing a possible combined
hydraulic or brake system failure.
l Maximum landing gear tire speed is 190
knots.
2.25.4.1 Landing Gear Handle Up. Placemenot fthe
　
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