ASTM F2244-14(2022)

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: F2244 −14 (Reapproved 2022)
Standard Specification for
Design and Performance Requirements for Powered
Parachute Aircraft
This standard is issued under the fixed designation F2244; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision.Anumber in parentheses indicates the year of last reapproval.A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope F2972Specification for Light SportAircraft Manufacturer’s
Quality Assurance System
1.1 The following requirements apply for the manufacture
of powered parachute aircraft. This specification includes
3. Terminology
design and performance requirements for powered parachute
3.1 Definitions:
aircraft.
3.1.1 gross weight, n—total aircraft system weight(s) at
1.2 This specification applies to powered parachute aircraft
takeoff.
seeking civil aviation authority approval, in the form of flight
3.1.2 maximum takeoff weight, n—gross weight limit as
certificates, flight permits, or other like documentation.
defined by the manufacturer, proven through compliance with
1.3 This standard does not purport to address all of the
this specification and placarded on the aircraft as the not-to-
safety concerns, if any, associated with its use. It is the
exceed gross weight.
responsibility of the user of this standard to establish appro-
3.1.3 poweredparachute,n—aircraftcomprisedofaflexible
priate safety, health, and environmental practices and deter-
or semi-rigid wing connected to a fuselage in such a way that
mine the applicability of regulatory requirements prior to use.
the wing is not in position for flight until the aircraft is in
1.4 This international standard was developed in accor-
motion. That aircraft has a fuselage with seats, engine, and
dance with internationally recognized principles on standard-
wheels (or floats), such that the wing and engine cannot be
ization established in the Decision on Principles for the
flown without the wheels (or floats) and seat(s). Unique to the
Development of International Standards, Guides and Recom-
powered parachute is the large displacement between the
mendations issued by the World Trade Organization Technical
center of lift (high) and the center of gravity (low), which is
Barriers to Trade (TBT) Committee.
pendulum effect. Pendulum effect limits angle of attack
2. Referenced Documents changes, provides stall resistance and maintains flight stability.
2.1 ASTM Standards:
4. Flight
F2241SpecificationforContinuedAirworthinessSystemfor
4.1 Performance Requirements:
Powered Parachute Aircraft
4.1.1 Proof of Compliance—Each of the following require-
F2242Specification for ProductionAcceptanceTesting Sys-
ments shall be met at the maximum takeoff weight and most
tem for Powered Parachute Aircraft
critical center of gravity (CG) position. To the extent that CG
F2243Specification for Required Product Information to be
adjustment devices may be adjusted for flight, these compo-
Provided with Powered Parachute Aircraft
nents will be evaluated in the least favorable recommended
F2483Practice for Maintenance and the Development of
position as it affects either performance or structural strength.
Maintenance Manuals for Light Sport Aircraft
4.1.2 General Performance—All performance requirements
F2563Practice for Kit Assembly Instructions of Aircraft
apply in and shall be corrected to International Civil Aviation
Intended Primarily for Recreation
Organization (ICAO) defined standard atmosphere in still air
conditionsatsealevel.Speedsshallbegiveninindicated(IAS)
This specification is under the jurisdiction ofASTM Committee F37 on Light
and calibrated (CAS) airspeeds in miles per hour (MPH).
Sport Aircraft and is the direct responsibility of Subcommittee F37.30 on Power
4.1.2.1 Wing Performance—For straight-ahead flight and
Parachute.
turns in either direction during climb, cruise, descent, and
Current edition approved Oct. 1, 2022. Published October 2022. Originally
landing flare, it shall be shown that the limits of control input
approved in 2003. Last previous edition approved in 2014 as F2244–14. DOI:
10.1520/F2244-14R22.
are less than the wing stall limitations:
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
(1)If a fixed wing trim is available;
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
(2)If adjustable wing trim is available, it shall be tested to
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website. both the most negative and most positive trim settings; and
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F2244 − 14 (2022)
(3)If separate left wing and right wing trim devises are 4.1.3.4 Parachute Re-Inflation—Chute re-inflation may be
available, each shall be tested to both the maximum-left-and conducted detached from the cage, or on a suitable test
apparatus.
minimum-right trim settings and the minimum-left-and-
(1) Ground Roll Chute Collapse—The chute manufacturer
maximum-right trim settings.
shalldemonstratetechniquesthatrecovertipandwingcollapse
4.1.2.2 Climb—The following shall be measured:
conditions as documented in the Aircraft Operating Instruc-
(1)Distance to clear a 15 m (50 ft) obstacle not to exceed
tions.
213 m (700 ft) from point of liftoff.
(2) In-Flight Collapse—At least one type of in-flight chute
(2) Landing—Thetotallandingdistanceovera15m(50ft)
collapse and recovery shall be demonstrated.
obstacle shall be achieved within 183 m (600 ft) total distance.
4.1.2.3 Controllability and Maneuverability—The aircraft
5. Structure
shall be safely controllable and maneuverable during takeoff,
5.1 Loads—Unless otherwise specified, all requirements are
climb, level flight (cruise), approach, and landing (power off
specified in terms of limit load.
and on) with primary controls of turn and throttle and the
5.1.1 Ultimate loads are limit loads multiplied by the factor
possibility of combined turn displacement for flare.
of safety defined below.
(1)Demonstrate a smooth transition between all flight
5.1.1.1 Loads shall be redistributed if the deformations
conditions shall be possible without excessive pilot skills nor
affect them significantly.
exceeding pilot forces of 59.1 kg (130 lb) for the rudder petal,
5.1.2 Factors of Safety—The factor of safety is 1.5, except
9.1 kg (20 lb) prolonged application.
as shown in the following:
(2) Landing—It must be shown that in the event of an
5.1.2.1 3.0 on castings,
engine or propeller failure that a safe descent and landing can
5.1.2.2 1.8 on fittings,
be made. It must be shown that a pilot of normal skill can
5.1.2.3 6.67 on control surface hinges,
achieve landing sink rates of no more than 2.4 m/s (8 ft/s).
5.1.2.4 3.3 on push-pull control systems, and
5.1.2.5 2.0 on cable control systems.
4.1.2.4 Reference Parameters—Reference velocity param-
5.1.3 Strength and Deformation:
eters V(S1) and V(H) are to be calculated as follows:
5.1.3.1 The structure must be able to support limit loads
*
V~S1! 5 square root ~W 391/S!
without permanent deformation of the structure.
* * *
V~H! 52 V~S1! 5 square root~4 W 391/S!
5.1.3.2 The structure must be shown by analysis, test or
analysis supported by test, to be able to withstand ultimate
where:
loads without failure.
V = mph,
5.1.3.3 The structure shall be able to withstand ultimate
W = lb, and
2 loads for 3 s without failure when proof is by static test.When
S =ft .
dynamic tests are used to demonstrate strength, the three-
4.1.3 Stability and Control:
second requirement does not apply. Local failures or structural
instabilitiesbetweenlimitloadandultimateloadareacceptable
4.1.3.1 Longitudinal Stability—Longitudinal stability of the
if the structure can sustain the required ultimate load for three
aircraft will be demonstrated by performing two minutes of
seconds.
flight without control input for three conditions. In each case,
the aircraft must not enter into dangerous or unusual attitudes.
5.2 Proof of Structure—Each critical load requirement shall
Test must be conducted at maximum gross weight, with
be investigated either by conservative analysis or tests, or a
minimum of in-flight turbulence.
combination of both.
5.2.1 Proof of Strength-Wings—Test the wing design for a
4.1.3.2 The three conditions are:
(1)Maximum power setting climb, powered parachute aircraft to verify the critical ultimate loads.
The wing designer shall provide the wing and risers design
(2)Zero power descent, and
load capability to the point of attachment of the risers. The
(3)Cruise setting power level flight.
wing designer shall provide the factor of safety demonstrated
4.1.3.3 Lateral and Directional Stability:
in wing and riser tests to the fuselage designer.
(1)Lateral stability will be demonstrated by maintaining
the controls in a neutral position, which will initially give an
NOTE 1—Advisory information—Wing designer information provided
to the fuselage designer shall be known as “pass-through” information.
unacceleratedlevelflightcondition.Theaircraftmustnotenter
into a dangerous attitude during the 2 min that the flight
5.2.2 Load Factor:
controlsarefixed.Testmustbeconductedatmaximumtakeoff
5.2.2.1 Positive—n = 2.25 (comprised of a 1
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