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landing gear handle to UP actuates the landing gear
valve that ports hydraulic pressuret.o the downlock actuators,
gear retract actuators,a nd, in sequence,t o the
door anduplock actuators. The gear shock strut and door
uplocks are hydraulically operated into a mechanical
overcenter position. An UP indication is displayed on
the gear position indicators when the gear are in the
uplock and all doors closed.
2.25.4.2 Landing Gear Handle Down. Placement
of the LDG GEAR handle to DN actuates the gear control
module to port hydraulicp ressureto the dooru plocks,
2-119 ORIGINAL
NAVAIR Ol-Fl4AAD-1
door actuators, and the strut uplc&s. The landing gear
are hydmulically extended and assisted by gravity and
airloads. A gear-down symbol (wheel) is displayed on
the gear position indicators when the gear downlocks
are in the locked position. The gear transition light will
go out when the main gear side-braceli i are engaged.
Note
With the main gear downlock inserted but the
side-brace link not engaged, landing sink
speed is restricted to 8 feet per second. Minimize
yaw and sideslips on touchdown and
rollout.
2.25.5 Emergency Gear Extension. Although
emergency gear extension can be initiated with the landing
gear control handle in any position, it is preferable
that the LDG GEAR handle be placed in DN before
actuating the emergency extension system.
The landing gear handle must be held in the
folly extendede mergencyp osition for a minimum
of 1 secondto ensurec ompletea ctuation
of the air release valve. Approximately 55
pounds pull force is required to fully actuate
the emergency nitrogen bottle. The pulling
motion should be rapid and continuous to
ensure the air release valve goes completely
overcentert o the locked position. The landing
gear handle will be loose (fore and at?) in its
housing as an indication of complete extension
of the handle. An incomplete handle motion
could cause partial porting of gaseous
fluid initiating the emergencyd ump sequence.
Interruption of handle motion without completing
the overcentering action of the valve
could cause the extending gears to contact
and damage the strut doors.
The emergency landing gear nitrogen bottle is located
in the nose wheelwell. Normal preflight bottle pressure
is 3,000 psi at 70 OF.M inimum bottle pressuref.o r accomplishing
emergency extension to the down-andlocked
position is 1,800 psi.
Pneumatic pressure is directed by separate lines to
power opent he gear door actuatorsi n sequencer,e lease
the gear uplock actuators, pressurize the nosegear actuator
to extend the gear (main gear Gee fall), and pressurize
the downlock actuators, A normal geardown
indication is achieved upon emergency gear extension.
Following emergency gear extension, nosewheel steering
is disabled. Once the landing gear is extended by
emergency means, it camrot be retracted while airborne
and must be reset by maintenance personnel.
Emergency extension of the landing gear
shall be logged in the Maintenance Action
Form (OPNAV Form 3760-2).
To facilitate in-flight refneling probe extension
when the landing gear has been
blown down, raise the landing gear handle
to give priority to the refueling probe
system.
2.26 WHEELBRAKE SYSTEM
The wheelbrake system provides power boost hydraulic
control of the multiple disk-type main wheelbrakes
using pressurized fluid in the landing gear down
line from the combined hydraulic system. Individual or
collective wheelbmke control can be modulated by depression
ofthe rudder toe pedals or collective; umnodulated
brake control is available with the parking brake.
An antiskid system is provided to operate. electrohydraulically
in conjunction with the nomml wheelbraking
mode. Wheclbrake controls are shown in Figure 2-70.
Brake pedal and parking brake control motions am mechanicallytransmmedto
thepowerbmkemoduletogether
with the antiskid valve. Separateh ydraulic lines transmit
normal and emergency fluid pressure Corn the power
brake module to the left and right wheelbmke assemblies.
At eachb rakea ssembly,t he normal and emergencyli nes
input to the brake shuttle valve, which applies brakes as a
function of normal or emeraenc~li ne fluid messme.T wo
liming wear fo; preflight mspedion. For ne& brakes,
these pins extend approximately onehalf inch above the
piston housing. When the pin is flush with the piston housing
with the parking brake applied, the brake assembly is
worn to the point of replacement.
Four thermal relief plugs are mounted in each main
　
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