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in both the flight and combined systems is less than 2,100
psi.
Figure 2-39. Hydraulic System Controls and Indicators (Sheet 2 of 2)
ORIGINAL 2-70
If pressure in either system remains below
500 psi for 5 seconds, immediately lift the
guard and select SHUTOFF with the HYD
TRANSFER PUMP switch. Failure of the
hydraulic transfer pump to automatically
shut off after 10 seconds below 500 psi may
cause the driving system to cavitate and overheat.
Witb ground electrical power connected to the aircraft,
the hydraulic transfer pump is deactivated and can
onlybe energizedbyaswitchonthegroundcheckpanel.
Normally, with both engines running, the hydraulic
transfer pump is off. However with less than 2,100 psi
hydraulic pump discharge pressure from either system,
the pump will automatically come on and supply hydraulic
power to the faulty system. The pilot has no
direct control over the direction of pump flow, the system
automatically shitls in the direction that supplemental
power is requited. Because of the location of the
flight and combined system pressure switches, the pressurization
contribution ofthe hydraulic transfer pump is
reflected on the hydraulic pressure indicator but the
HYD PRESS caution light will remain illuminated. Operation
on the hydraulic transfer pump may produce
slight pressure fluctuations. If the failed system dischargep
ressureis restoredt o normal operatingp ressure
(>2,400 psi) by the engine-driven pump, this HYD
PRESS light will go out and the hydraulic transfer pump
will shut off.
2.18.1.4 Cockpit Handpump. A manually operated
pump handle is provided as a supplementary source of
power for ground operations with engines shut down
and as a backup for the loss ofcombined system pressure
to operate the in-flight refueling probe or charge the
brake accumulator. It is an extendible handle in the pilot
cockpit between the left console and ejection seat. Forward
and aft stroking of the handpump operates a
doubleacting wobble pump. The pump, which draws
fluid from the combined system return line, recharges
wheelbrakea ccumulatorp ressurew hent he landing gear
handle is down. It also serves as a backup means of
extending or retracting the in-flight refueling probe by
placing the REFUEL PROBE switch in the desired position
(EXT or RET).
The handpump is the only means of pressurizing the
radome fold actuator, an operation that must be manually
selecteda nd the radome unlocked on deck from the
nose wheelwell. The operation rate using the handpump
power source is a function of the number of components
NAVAIR 0%F14AAD-1
selected.T he recommendedr ate of operationisa pproximately
12 cycles per minute (a cycle is a complete forward
and at? movement of the pump handle).
2.16.2 Hydraulic Power Distribution. The distribution
of hydraulic power in the flight and combined
systems is shown on FO-10. Except for the left empennage
control surfaces, the flight system services only
those components on the right side of the aircraft and
doesn ot penetratein to the wings. The combineds ystem
distribution is more. extensive throughout the aircraft,
yet its services are predominantly concentrated to the
left side and extend to the inboard sections of the movable
wing panels and to the landing gear. Although the
flight and combined systems are completely independent
of each other, in certain components both pressure
soumes are used without an interchange of fluid.
Both systems operate in parallel to supply power for
operation of the primary flight control surfaces (except
spoilers) and stability augmentation actuators; if one
system fails, the other can continue to supply pressure
for operation (with reduced power capability of such
components). If either or both main hydraulic systems
should fail, backup soumes provide the capability for
safe return flight and landing.
Major components in the combined and flight hy
draulic power supply systems are shown on FO-10.
Each system has a piston-type reservoir and filter module
in the sponson at? of the main landing gear strut on
the respective side (combined-lett, flight-right). Protrusion
of mechanical pins on each filter module indicates
a clogged filter.
2.16.2.1 Hydraulic Priority Valves. The combined
and flight hydraulic systems each incorporate two priority
valves (1,800 psi and 2,400 psi) shown on FO-10.
Hydraulic fluid will not pass through the one-way priority
valves unlesst he input pressuree xceedst he cracking
threshold of the valve. Basically, the 2,400 psi
priority valves give priority of the individual engine
　
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