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3.  Thrust Reverser Hydraulic Plumbing
A.  The thrust reverser hydraulic plumbing routes pressurized hydraulic fluid from system A to the thrust reverser actuators and lock actuators (Fig. 2 and 6). (Refer to Chapter 29, Hydraulic Power). Hydraulic pressure is supplied to the pressure and return ports of the control valve. For reverse thrust operation, the deploy port on the control valve supplies hydraulic pressure to the unlock port on the lock actuator and the deploy port on the thrust reverser actuator simultaneously. For forward thrust operation, the stow port on the control valve supplies pressure to the lock port on the lock actuator, and the stow port on the thrust reverser actuator at the same time.
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4.  Thrust Reverser Alternate Hydraulic Pressure Source
A.  The thrust reverser hydraulic system includes an alternate source of hydraulic pressure in case of main system failure. Reverser operation is provided by connection, through shuttle valves, to the standby hydraulic system (Fig. 3 and 6).
B.  A hydraulic fuse is installed in the leading edge flap and slat standby hydraulic system pressure line (Fig. 3). The hydraulic fuse is located near the forward bulkhead in the left wheel well below hydraulic system B pump No. 1. If an actuator failure or a line rupture occurs, the fuse will close to prevent complete loss of standby system hydraulic fluid. The fuse will reset automatically when hydraulic pressure on both sides of the fuse is equalized within 5 psi.

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5.  Thrust Reverser Isolation Valve
A.  The isolation valves, one for each reverser, control the connection of the thrust reverser hydraulic systems to the airplane hydraulic system. When energized, the isolation valves permit airplane system pressure to be supplied to the thrust reverser. When de-energized, the valves shut off pressure to the reversers and connect the reverser hydraulic systems to the airplane system return line. The isolation valves are spring-loaded to the de-energized position.
B.  An isolation valve is energized only when all of the following occur: 1) the engine fire switch is closed; 2) the engine running switch, located in the engine accessory unit, is closed by the engine oil pressure switch (closed by an increase in oil pressure); 3) the air-ground switch, located in the landing gear accessory unit, is closed by the main landing gear sensor (actuated by airplane weight on right main landing gear). If any of these switches are open, the isolation valve is de-energized, rendering the reverser inoperable. The air-ground switch controls both reversers; if it is open, both reversers will be inoperable.
C.  The isolation valves, located on the forward bulkhead of the air conditioning bay, can be manually locked by depressing the manual override plunger and inserting ground locking pins. This depressurizes the reverser hydraulic system.

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EFFECTIVITY
AIRPLANES WITH NOSE GEAR AIR-GROUND SWITCH
6.  Nose Gear Air-Ground Switch (Fig. 5)
A.  The nose gear air-ground switch provides thrust reverser protection for the airplane. The nose gear air-ground switch is controlled by the extension and compression of the nose gear through the nose wheel piston position system (Ref Chapter 32, Nose Wheel Steering System). Upon landing, the nose gear shock strut is compressed and operates the piston position spring cartridge. Operation of the cartridge moves the piston position cables and rotates the ratio changer quadrant. A cam attached to the quadrant makes contact with the switch actuator causing the switch to close and open the thrust reverser isolation valve. On takeoff, the nose gear shock strut extends and the quadrant rotates by action of the piston position cables to open the switch. The nose gear air-ground switch is located in the lower nose compartment, outboard of the nose wheel well left sidewall.
　
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