Composite leaf spring suspension were introduced on light aircraft main landing gears in 1960s. The arrangement is transeverse. To add interest I would just give a brief review of how leaf spring suspensions are made. The material used is glass fibers and epoxy resin (Usually). Glass fibers are cut into strips slighlty wider then intended width of the final product. The strips are then dip in the epoxy resin and thats what we call as pre-pregs. This is the short name of pre-impregnated glass fibers. These prepregs are stored -4 C and are sold in market as such. There storage, transportation and handling is done at -4C.
Now the product manufacturer buy these prepegs and lay them on steel molds, which are shaped like the final product. Layers as much as 80 to 100 are layed over each other and then pressed at high temperature. The pressure / temperature cylce is controlled for 24 hours. The product is de-molded and post cured for another 24 hours. It is then wrapped in a sheet of glass fiber prepreg and vacumm pressed. This is to avoid delamination of the strips in service.
A sample is cut from the extra end and tested for strength. If strength is OK then it is passed for further processing which includes attachment of parts.
The suspension is far superior as compared to conventional metal leaf spring. There has not been a single incident of a composite leaf spring brekage in any car or aircraft.
As an example the Mushshak and Super Mushshak aircraft made by Pakistan Aeronautical Complex Kamra has these springs on main landing gear. The aircraft can land on dirt strips and bear the burden of unskilled landings by trainee pilots.
Highly responsive, fatigue resistance, excellent impact absorbing properties and light weight, are the main attributes of these type of leaf springs.
PS: This is not a cut paste material but is based on my own experience in composite manufacturing.
