Aircraft Operating Instructions (AOI)
Type:
CT
Series:
CTLS
LSA
Page: 7-11
AU 010 11000
Revision No. 4
Date: 29 Apr 2008
7.2.5.
Landing gear and brakes
The main landing gear of the CTLS is made of composite materials and is of the
cantilever spring type. The cantilever spring design ensures proper deflection
behavior with good dampening.
The two separate gear legs (left / right) are mounted in a load bearing attachment in
the fuselage. This attachment is in the fuselage main frame where the landing loads
are introduced into the structure. The legs are attached to the structure by two bolts
at the top ends. A clamp cushioned by a thin layer of rubber at the fuselage exit
supports the gear leg. The fuselage exit is faired to an aerodynamically optimized
form.
At the bottom of the landing gear strut there is a stub axle to `which the main wheels
and the brakes are attached. The main wheels have removable fairings.
The main wheels of the CTLS have hydraulic disc brakes which are activated via a
centrally located lever in the cockpit. The brake lines are reinforced with fiber cloth
and connections are crimped tightly on to the lines, thus ensuring high line rigidity
and stability at a low installed weight. This also results in better brake efficiency.
By blocking the return line, the brakes can be locked for a parking brake function.
The locking lever is in the middle console in the cockpit, directly behind the throttle
quadrant. The parking brake can be locked before activating the brakes. The brakes
can then be activated once through the check valve. The check valves keep the
system under pressure, thus making single-hand operation of the parking brake
simple.
Warning:
This does not, however, mean that chocks are not needed when the
aircraft is parked. Changes in temperature can cause a hydraulic brake
system blocked in this way to lose pressure.
The nose gear strut is attached to the lower section of the large engine mount via
journal bearings, making it steerable. The rotating section is a telescopic spring strut.
Inside the strut, urethane inserts act as springs and dampeners, effectively
preventing porpoising.
The nose wheel is steered via control rods which are attached directly to the pedals.
Warning:
Should the aircraft no longer taxi straight, do not simply adjust the push-
rods. Due to the special kinematics the tension of the rudder cables and
thus the force gradient of the rudder will also be affected. Please
contact a Flight Design service station.
The nose gear has an aerodynamically optimal composite fairing. This fairing can
only be removed completely after the nose gear fork has been removed. This is,
however, not necessary when the tire must be changed. It suffices to lift the fairing
slightly. When remounting the fairing, ensure that it has threaded properly into the
guide track at the top end of the fork (where the telescope is attached), the fairing
could, otherwise, flutter and become damaged.