Chris:

My air lines, one for up gear and one for down gear come off the retract valve in the usual way.......

The up-gear line enters the wing root, goes into a T with one limb going to the single up-gear port on the up-assist cylinder and the other goes to the up-gear port on the main cylinder....

There is no down-gear port on the up assist, so no connection there....

The down-gear line comes off the main cylinder, going back to the other port on the retract valve......

The only other lines are up/down for the inner doors and the brakes.....

I don't use any restrictors on the gear lines, only on the door-close lines.....the weight/inertia of the gear in the F-4 keeps them from really slamming up or down......

I use the Clippard valve setup with the nose strut controlling the gear doors on my Kingcat nose gear door.....but with that system as BV diagrams it, if you want to be sure the door stays open in the slipstream on a F-4 or F-100, it is best to use a separate tank, pressurized to about 40 PSI for the door-open line......then when you command gear up, the full pressure of say 100 PSI on the door-close side will overpower the 40 PSI and allow the door to shut.....

Sounds a bit complicated and it is......additionally, with that setup, you have to slow the gear valve servo way down......It's the system BV has been using since back in the Maverick days at least.......it is simple in the sense that it only requires the 1 gear retract valve and a Clippard valve.....

IMO, much easier to go with one of the sequencers on the market, along with the two valves.....they are not expensive and they do the job.....I have used both JetCat and JMP......It would be nice if a UP-2 or UP-3 would work that I had on my Bandit.....I tried, but never could get enough air to move and get the timing of the doors right on the Phantom......I do use the UP-6 brake valve on my Phantom.....