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Figure 14-9. Landing Gear Position Indications
510OM-00 14-13
CITATION MUSTANG OPERATING MANUAL
Retraction and Extension
Moving the LANDING GEAR handle to the
GEAR DOWN position energizes the gear
control solenoid valve. The DC power for the
landing gear control circuit is from the left bus
through the LDG GEAR CONTROL circuit
breaker in the SYSTEMS section of the pilot
CB panel.
Retraction
Placing the LANDING GEAR handle in the
GEAR UP position energizes the retract solenoid
of the gear control valve. The gear control
valve is positioned to direct pressure to:
• The nose gear downlock-release actuator
to release the nose gear downlock
• The gear-retract side of each gear actuator
(also releases downlocks inside the
main gear actuators)
• The extend side of the uplock actuators,
which position the uplock hooks to catch
the rising gear
All downlocks are released and retraction begins
(see Figure 14-6).
As each gear reaches the fully retracted position,
a spring-loaded uplock hook catches it and
an uplock microswitch actuates. When all three
uplock microswitches actuate, the gear control
solenoid valve circuit is interrupted and the
valve returns to the neutral position. All position
indicators on the control panel extinguish.
Extension
Placing the landing gear handle in the GEAR
DOWN position energizes the gear control
solenoid valve to the extend position. The gear
control solenoid valve is positioned to route
pressure to the uplock actuators, which releases
the gear uplocks (see Figure 14-4).
When the spring-loaded uplocks release, pressure
continues to the gear-extend side of the gear
actuators. As each gear reaches the fully extended
position, a downlock microswitch actuates.
When all three downlock switches
actuate, the gear control solenoid valve circuit
is interrupted and the valve returns to the neutral
position. With pressure no longer applied
to the gear actuator, three actions occur:
1. The internal locking mechanism within
each main gear actuator assumes the
downlocked position.
2. The spring-loaded nose gear mechanical
downlock latches.
3. Downlock switches illuminate the green
NOSE–LH–RH position indicators on
the gear control panel.
EMERGENCY/ABNORMAL
For specific information on the emergency/abnormal
procedures, refer to the appropriate
FAA-approved abbreviated checklist or the
AFM.
NOSEWHEEL STEERING
DESCRIPTION AND
OPERATION
Mechanical linkage from the rudder pedals
mechanically actuates the nosewheel steering
system (Figure 14-10).
Whenever the nosewheel is extended, nosewheel
steering is engaged regardless of
whether the aircraft is in flight or on the
ground. During retraction, nosewheel steering
is disengaged and the nose gear is mechanically
centered.
Rudder pedals mechanically steer the nose
gear to 20° either side of center. A spring
linkage provides an additional 55° of nosewheel
deflection (±75° total) via castering
accomplished with application of differential
engine power or braking.
For towing, ensure that the rudder (gust)
lock is disengaged and do not exceed 75°
nosewheel deflection. If 75° is exceeded,
the steering system or airframe structure will
14-14 510OM-00
be damaged. If the rudder (gust) lock is engaged,
towing beyond 55° may cause structural
and/or steering system damage.
During preflight, check that the stop bolts are
present and intact (Figure 14-11). If they are
not, the steering system is damaged.
Maintenance is required before flight.
If damage to nosewheel steering is
suspected or crewmembers detect abnormal
steering system action, do not
attempt to fly the aircraft. If the system
is damaged, the crew does not
have full steering control of the aircraft
on takeoff or landing. If the aircraft
flies, even if the gear remains
extended after takeoff, the nosewheel
may not remain centered, and may
not be controllable.
Anytime the gear is extended, the
nosewheel deflects with rudder pedal
movement. During a crosswind landing,
center the pedals immediately
before nosewheel touchdown.
BRAKES
DESCRIPTION
Disc brakes are on the main gear assemblies.
The aircraft hydraulic system provides normal
power braking with a pneumatic (pressurized
nitrogen) system for backup (Figure 14-12). The
hydraulic system automatically maintains constant
pressure for brake operation.
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