To minimize weight, the Douglas A4D Skyhawk did not have nose gear steering among many other things. Turns on the ground were accomplished by differential braking. It was guided in close quarters and where accuracy was desired, e.g. lining up on the catapult, with a steering bar or "tiller" inserted in the nose wheel hub.
This practice was common for the first Navy carrier-based jets. Nose-gear steering was introduced with the F7U-3 Cutlass because of
its size and weight.
When the A-4 was being modified to be a two-seat trainer, one of the features added to improve its marginal crosswind landing capability was a steerable nose gear. This was subsequently adopted on later versions of the single-seat Skyhawk. The changes consisted of a hydraulic actuator mounted in place of the shimmy damper on the right side of the strut just above the fork holding the wheel, hydraulic lines from the nose wheel well to the actuator, and a vertical sleeve to enclose the hydraulic lines. The sleeve was mounted to the bottom of the strut and guided up and down by a collar mounted on the upper back side of the nose landing gear as the shock strut moved in and out. (The slender rod, aka shrink strut, on the left side of the nose landing gear pulled the shock strut into the strut body as the gear retracted. This minimized the volume required for the retracted nose landing gear.)