ASTM F2316-12(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: F2316 −12 (Reapproved 2022)
Standard Specification for
Airframe Emergency Parachutes
This standard is issued under the fixed designation F2316; 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 be a supplemental safety device and to be used at the discretion
of the pilot when deemed to provide the best chance of
1.1 This specification covers minimum requirements for the
survivability.
design, manufacture, and installation of parachutes for air-
1.4 This standard does not purport to address all of the
frames. Airframe emergency parachutes addressed in this
safety concerns, if any, associated with its use. It is the
specification refer to parachute systems designed,
responsibility of the user of this standard to establish appro-
manufactured, and installed to recover the airframe and its
priate safety, health, and environmental practices and deter-
occupants at a survivable rate of descent. This specification is
mine the applicability of regulatory requirements prior to use.
not applicable to deep-stall parachutes, spin recovery
1.5 This international standard was developed in accor-
parachutes, drogue parachutes, or other airframe emergency
dance with internationally recognized principles on standard-
aerodynamic decelerators not specifically intended for safely
ization established in the Decision on Principles for the
lowering the airframe and occupants to the ground. The
Development of International Standards, Guides and Recom-
specification is applicable to these types of parachutes if they
mendations issued by the World Trade Organization Technical
areanintegralpartofanairframeemergencyparachutesystem
Barriers to Trade (TBT) Committee.
designed to recover the airframe and occupants at a survivable
rate of descent.
2. Referenced Documents
1.2 The values stated in SI units are to be regarded as
2.1 There are currently no referenced documents in this
standard. There may be values given in parentheses that are
specification.
mathematical conversions to inch-pound units. Values in pa-
3. Terminology
rentheses are provided for information only and are not
considered standard.
3.1 Definitions of Terms Specific to This Standard:
1.2.1 Note that within the aviation community mixed units
3.1.1 ballistic device, n—may include rocket motor, mortar,
are appropriate in accordance with International CivilAviation
explosive projectile, spring, or other stored energy device.
Organization(ICAO)agreements.WhilethevaluesstatedinSI
3.1.2 completely opened parachute, n—the parachute has
units are regarded as standard, certain values such as airspeeds
reached its maximum design dimensions for the first time.
in knots and altitude in feet are also accepted as standard.
3.1.3 parachute deployment, n—process of parachute acti-
1.3 Airframe emergency parachute recovery systems have
vation and inflation.
become an acceptable means of greatly reducing the likelihood
of serious injury or death in an in-flight emergency. Even 4. Materials and Manufacture
though they have saved hundreds of lives in many different
4.1 Materials—Materials used for parts and assemblies, the
types of conditions, inherent danger of failure, even if properly
failure of which could adversely affect safety, must meet the
designed, manufactured and installed, remains due to the
following conditions:
countless permutations of random variables (attitude, altitude,
4.1.1 Materialsshallbesuitableanddurablefortheintended
accelerations, airspeed, weight, geographic location, etc.) that
use.
may exist at time of usage. The combination of these variables
4.1.2 Design values (strength) must be chosen so that no
may negatively influence the life saving function of these
structural part is under strength as a result of material varia-
airframe emergency parachute systems. They are designed to
tions or load concentration, or both.
4.1.3 The effects of environmental conditions, such as
temperature and humidity, expected in service must be taken
This specification is under the jurisdiction ofASTM Committee F37 on Light
into account.
Sport Aircraft and is the direct responsibility of Subcommittee F37.70 on Cross
Cutting. 5. Reserved
Current edition approved April 1, 2022. Published April 2022. Originally
5.1 This section is being used as a placeholder to maintain
approved in 2003. Last previous edition approved in 2014 as F2316–12 (2014).
DOI: 10.1520/F2316-12R22. the previous section numbers.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F2316 − 12 (2022)
does not show any pitching or rotation tendency that absorbs energy
6. Parachute System Design Requirements
during the parachute opening thrust, as a real aircraft always does.
6.1 Strength Requirements:
Therefore, test with maximum weight and speed results in ultimate loads.
6.1.1 Strength requirements are specified in terms of limit
6.2.2 Rate of Descent—Rate of descent data shall be re-
loads (the maximum loads to be expected in service) and
corded for all tests in 6.2.1.This data may be corrected for the
ultimate loads (limit loads multiplied by a prescribed factor of
variationintestvehicleweighttodeterminetherateofdescent
safety).
at the gross weight of the specific aircraft. Descent rate data
6.1.1.1 Unless otherwise provided, prescribed loads are
fromparachutecanopiesshallbecorrectedto1500m(5000ft)
limit loads.
density altitude and standard temperature. Aircraft manufac-
6.1.1.2 Unless otherwise provided, an ultimate load factor
turer and parachute manufacturer shall coordinate that serious
of safety of 1.5 must be used.
injury to occupants is unlikely while landing under parachute.
6.1.2 System evaluation by analysis must use an accepted
6.2.3 Staged Deployment—The parachute assembly shall be
computationalmethodthathasbeenverifiedthroughtesting.In
designed to stage the deployment sequence in an orderly
other cases, load testing must be conducted.
manner to reduce the chances of entanglements or similar
6.1.3 System evaluation by testing must be supported with
malfunctions.
instrument calibration verified by an applicable weights and
6.2.4 Environmental Conditions—The system must be
measures regulatory body, for example, state and federal
evaluatedforoperationsintemperatureconditionsof−40°Cto
governments.
48.9°C (−40°F to 120°F).
6.2 System Design—The following minimum performance
6.3 Installation Design—A specific Parachute Installation
standards for the basic parachute system shall be met.
Manual (PIM) for the installation of a particular parachute
6.2.1 Parachute Strength Test—A minimum of three suc-
systemintoeachaircraftmodelmustbecreated.ThePIMmust
cessfuldroptestsoftheparachuteassemblyshallbeconducted
provide sufficient information to ensure correct installation of
under ultimate load conditions to demonstrate the parachute’s
the parachute system to the specific airframe.
strength. The maximum parachute opening force measured in
6.3.1 Coordination—Airframe and parachute manufacturers
the three tests will be the ultimate parachute opening load. A
must coordinate and jointly approve the PIM for correctness.
newparachuteassemblymaybeusedforeachtest.Theweight
Design or configuration changes that impact the parachute
of the parachute assembly is included in the test weight. Data
installation, performance, or operability require re-evaluation
acquisition shall be performed for each test and shall include
relativetotherequirementsofthisspecification.Bothairframe
recordings of inflation loads as a function of time.
and parachute manufacturer shall coordinate these anticipated
6.2.1.1 Forasuccessfuldroptesttheparachutesystemmust
changes before implementation. These changes shall be docu-
be able to support the ultimate loads demonstrated during the
mented in a revised PIM.
drop test. No detrimental permanent deformations or damages
6.3.2 Weight and Balance—Theinstallationoftheparachute
may occur that prevent the system from serving its purpose.
system must be accounted for in the design data of weight and
The parachute shall:
balance limits of the airframe.
(1)Maintain a descent rate at or below its designed rate of
6.3.3 System Mounting—The hardware used to install the
descent for a given weight and altitude.
parachute system shall not become loosened or detached as a
(2)Have completely opened within its designed parameter
result of normal wear and tear.
of time.
6.3.4 Extraction Performance—Airframe and parachute
6.2.1.2 An ultimate load factor of safety of 1.5 is achieved
manufacturers must coordinate and show that the extraction
by conducting the parachute strength test as follows:
device will cleanly penetrate any covering or remove the
(1) Parachute Strength Test with Aircraft in Flight—If the
parachute system’s cover, if any, and extract the parachute
parachute is strength tested while attached to an aircraft in
assembly to full suspension line stretch (lines that connect the
flight, the following test parameters shall be applied:
parachute canopy to the harnesses) without inhibiting or
Min. Test weight = 1.25 × Aircraft Maximum Gross Takeoff
damaging the parachute upon egress. While it is recognized
Weight
thattheaircraftconfigurationisunpredictableinanemergency
Min. Test Speed = 1.1 × Aircaft’s Maximum Intended Para-
situation (for example, broken parts creating debris), all due
chute Deployment Speed
care must be taken to provide a path of least resistance
NOTE1—Inthistestvariant,thefactorofsafetyisconsideredapplicable
assuming an extremely rapid rate of departure.
to the energy of the aircraft. However, it is not permissible to scale test
6.3.5 ParachuteAttachment to theAirframe—Theparachute
results by using an energy equation approach.
assembly must be attached to the primary structure of the
(2) Parachute Strength Test with “Dead Weight”
airframe with an airframe attachment harness that may be
Payload—If the parachute is strength tested while attached to
composed of a single harness section or a series of harness
a “dead” weight (dense mass—sand, metal chains, water, etc.
sections. The airframe and parachute manufacturers must
and limited volume), the following test parameters shall be
coordinateandagreetoensurethattheparachuteattachmentto
applied:
the subject airframe complies with the following conditions:
Min. Test weight = Aircraft Maximum Gross Takeoff Weight
6.3.5.1 Parachute deployments induce unique load distribu-
Min. Test Speed = Aircaft’s Maximum Intended Parachute
Deployment Speed tions to the airframe, largely due to geometric locations of the
NOTE 2—This test method is by nature conservative, as a dead weight harness attachment points.The airframe attachment points and
F2316 − 12 (2022)
airframe attachment harness for each individual aircraft model 8. Design and Construction
must comply with the ultimate parachute opening load mea-
8.1 The installation design and location of the extraction
suredintheparachutestrengthtestdescribedin6.2.1.Thisload
devicemustconsiderfirehazardsassociatedwiththeactivation
already contains the required safety factor of 1.5.
of the parachute system and reduce this fire hazard potential as
6.3.5.2 The harness system and attach points must be
much as possible without compromising function of the
configured in a manner that presents the aircraft in a descent
extraction device.
and landing attitude that maximizes the ability of the airframe
8.2 The parachute system must be labeled to show its
structuretoabsorbtheanticipatedlandingloadsandminimizes
identification, function, and operation limitations.
the probability of injury to the occupants.
8.3 All components of the parachute system must be pro-
6.3.5.3 The airframe attachment harne
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