1、Designation:F231608 (Reapproved 2010) Designation: F2316 12Standard Specification forAirframe Emergency Parachutes for Light SportAircraftAirframe Emergency Parachutes1This standard is issued under the fixed designation F2316; the number immediately following the designation indicates the year ofori
2、ginal adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1This specification covers minimum requirements for the design,
3、manufacture, and installation of parachutes for light sportaircraft.1.1 This specification covers minimum requirements for the design, manufacture, and installation of parachutes for airframes.Airframe emergency parachutes addressed in this standard refer to parachute systems designed, manufactured,
4、 and installed torecover the airframe and its occupants at a survivable rate of descent. This standard is not applicable to deep-stall parachutes, spinrecovery parachutes, drogue parachutes, or other airframe emergency aerodynamic decelerators not specifically intended for safelylowering the airfram
5、e and occupants to the ground. The standard is applicable to these types of parachutes if they are an integralpart of an airframe emergency parachute system designed to recover the airframe and occupants at a survivable rate of descent.1.2 The values stated in SI units are to be regarded as standard
6、. There may be values given in parentheses that are mathematicalconversions to inch-pound units. Values in parentheses are provided for information only and are not considered standard.1.2.1 Note that within the aviation community mixed units are appropriate in accordance with International Civil Av
7、iationOrganization (ICAO) agreements. While the values stated in SI units are regarded as standard, certain values such as airspeeds inknots and altitude in feet are also accepted as standard.1.31.3 Airframe emergency parachute recovery systems have become an acceptable means of greatly reducing the
8、 likelihood ofserious injury or death in an in-flight emergency. Even though they have saved hundreds of lives in many different types ofconditions, inherent danger of failure, even if properly designed, manufactured and installed, remains due to the countlesspermutations of random variables (attitu
9、de, altitude, accelerations, airspeed, weight, geographic location, etc.) that may exist attime of usage. The combination of these variables may negatively influence the life saving function of these airframe emergencyparachute systems. They are designed to be a supplemental safety device and to be
10、used at the discretion of the pilot when deemedto provide the best chance of survivability.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibilityof the user of this standard to establish appropriate safety and health practi
11、ces and determine the applicability of regulatoryrequirements prior to use.2. Referenced Documents2.1 FAA Document:FAA Special Conditions 23-ACE-76(Docket No. 118C), Ballistic Recovery Systems, Modified for Small General AviationAircraft2.1 There are currently no referenced documents in this specifi
12、cation.3. Terminology3.1 Definitions of Terms Specific to This Standard:3.1.1 armed or armingballistic device, vthe next action activates the system.3.1.1.1DiscussionArmed or arming is not simply removing a safety pin. nmay include rocket motor, mortar, explosiveprojectile, spring, or other stored e
13、nergy device.3.1.2 completely opened parachute, nthe parachute has reached its maximum design dimensions for the first time.3.1.3 parachute deployment, nprocess of parachute activation and inflation.1This specification is under the jurisdiction of ASTM Committee F37 on Light Sport Aircraft and is th
14、e direct responsibility of Subcommittee F37.70 on Cross Cutting.Current edition approved Dec. 1, 2010. Published March 2011. Originally approved in 2003. Last previous edition approved in 2008 as F231608. DOI:10.1520/F2316-08R10.Current edition approved Sept. 1, 2012. Published November 2012. Origin
15、ally approved in 2003. Last previous edition approved in 2010 as F2316 08 (2010). DOI:10.1520/F2316-12.1This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Becauseit may not be techni
16、cally possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current versionof the standard as published by ASTM is to be considered the official document.Copyright ASTM International, 100 Barr Harbor Drive, PO Bo
17、x C700, West Conshohocken, PA 19428-2959, United States.4. Materials and Manufacture4.1 MaterialsMaterials used for parts and assemblies, the failure of which could adversely affect safety, must meet thefollowing conditions:4.1.1The suitability and durability must be established by experience or tes
18、ts.4.1.2The strength and other properties assumed in the design data must meet approved specifications.4.1.1 Materials shall be suitable and durable for the intended use.4.1.2 Design values (strength) must be chosen so that no structural part is under strength as a result of material variations orlo
19、ad concentration, or both.4.1.3 The effects of environmental conditions, such as temperature and humidity, expected in service must be taken into account.5. Parachute Model Designations5.1Parachute System Parts ListA parts list is required for each parachute system for each airframe model in accorda
20、nce withthis specification.5.2New Parachute Model DesignationsEach new parachute system model must be qualified in accordance with thisspecification.5.3Design ChangesDesign or configuration changes that impact the parachute installation, performance, or operability requirea new parachute model desig
21、nation. Each design change of a part or component of a parachute system qualified by thisspecification must be evaluated relative to the requirements of this specification.5.4Installation Design ChangesAny airframe manufacturer, builder, or owner changing the design of their aircraft under thisspeci
22、fication shall, as soon as possible, inform the parachute manufacturer about changes that may affect the mounting, attaching,deployment, egress, or specifications of the parachute system. Reserved5.1 This section is being used as a placeholder to maintain the previous section numbers.6. Parachute Sy
23、stem Design Requirements6.1 Strength Requirements:6.1.1Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate loads(loads that are experienced while performing parachute strength tests according to 6.2.1 to gain a safety factor (ultimat
24、e load factor)of 1.5). Compliance with strength requirements for components other than the parachute assembly may be demonstrated byanalysis or testing.6.1.1 Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimateloads (limit loads multi
25、plied by a prescribed factor of safety).6.1.1.1 Unless otherwise provided, prescribed loads are limit loads.6.1.1.2 Unless otherwise provided, an ultimate load factor of safety of 1.5 must be used.6.1.2 System evaluation by analysis must use an accepted computational method that has been verified th
26、rough testing. In othercases, load testing must be conducted.6.1.3 System evaluation by testing must be supported with instrument calibration verified by an applicable weights andmeasures regulatory body, for example, state and federal governments.6.2 System DesignThe following minimum performance s
27、tandards for the basic parachute system shall be met.6.2.1 Parachute Strength TestA minimum of three successful drop tests of the parachute assembly shall be conducted underultimate load conditions to demonstrate the parachutes strength. A new parachute assembly may be used for each test. Dataacquis
28、ition shall include recordings of inflation loads as a function of time.Atest under ultimate load condition is meant to achievea safety factor (ultimate load factor) of 1.5 by applying the Energy Method represented by E =12 mv2. Based on the assumptionthat the parachute opening force correlates to t
29、he kinetic energy present, the ultimate load factor of 1.5 is achieved by: (1)increasing the limit load test mass by 1.25 and (2) increasing the limit load test speed by 1.1. Therefore, the Ultimate Load Factor= (1.25) 3 (1.1)2= 1.5 and a parachute strength test under ultimate load conditions shall
30、be conducted as follows:Min. Test weight = 1.25 3 Aircraft Gross Takeoff WeightMin. Test Speed = 1.1 3 Aircrafts Maximum Intended ParachuteDeployment SpeedA minimum of three successful drop tests of the parachute assembly shall be conducted under ultimate load conditions to demonstrate the parachute
31、s strength.The maximum parachute opening force measured in the three tests will be the ultimate parachute opening load. A new parachute assembly may be used for eachtest. The weight of the parachute assembly is included in the test weight. Data acquisition shall be performed for each test and shall
32、include recordings of inflationloads as a function of time.6.2.1.1 For a successful drop test the parachute system must be able to support the ultimate loads demonstrated during the droptest. No detrimental permanent deformations or damages may occur that prevent the system from serving its purpose.
33、 Theparachute shall:(1) Maintain a descent rate at or below its designed rate of descent for a given weight and altitude.(2) Have completely opened within its designed parameter of time.6.2.1.2 An ultimate load factor of safety of 1.5 is achieved by conducting the parachute strength test as follows:
34、(1) Parachute Strength Test with Aircraft in FlightIf the parachute is strength tested while attached to an aircraft in flight,the following test parameters shall be applied:F2316 122Min. Test weight = 1.25 3 Aircraft Maximum Gross Takeoff WeightMin. Test Speed = 1.1 3 Aircafts Maximum Intended Para
35、chute Deployment SpeedNOTE 1In this test variant, the factor of safety is considered applicable to the energy of the aircraft. However, it is not permissible to scale test resultsby using an energy equation approach.(2) Parachute Strength Test with “Dead Weight” PayloadIf the parachute is strength t
36、ested while attached to a “dead” weight(dense masssand, metal chains, water, etc. and limited volume), the following test parameters shall be applied:Min. Test weight = Aircraft Maximum Gross Takeoff WeightMin. Test Speed = Aircafts Maximum Intended Parachute Deployment SpeedNOTE 2This test method i
37、s by nature conservative, as a dead weight does not show any pitching or rotation tendency that absorbs energy during theparachute opening thrust, as a real aircraft always does. Therefore, test with maximum weight and speed results in ultimate loads.6.2.2 Rate of DescentRate of descent data shall b
38、e recorded for all tests in 6.2.1. This data may be corrected for theincreasevariation in test vehicle weight to determine the rate of descent at the gross weight of the specific aircraft. Descent ratedata from parachute canopies shall be corrected to 1500-m (5000-ft) density altitude and standard t
39、emperature. Aircraftmanufacturer and parachute manufacturer shall coordinate that serious injury to occupants is unlikely while landing underparachute.6.2.3 Component Strength TestAll critical components (such as bridles, lanyards, harnesses, activation cables, and so forth)shall be designed to meet
40、 the ultimate load factor defined in 6.1.6.2.4Staged DeploymentThe parachute assembly shall be designed to stage the deployment sequence in an orderly manner toreduce the chances of entanglements or similar malfunctions.6.2.56.2.4 Environmental ConditionsThe system must be evaluated for operations i
41、n temperature conditions of 40 to 48.9C (40to 120F).6.3 Installation DesignEach manufacturer of an emergency parachute system shall provide a specific Parachute InstallationManual (PIM) for the installation into each pertaining aircraft with the documentation described in S2. The PIM shall be used f
42、orall installations with parties referenced in 6.3.1.6.3.1A specific Parachute Installation Manual (PIM) for the installation of a particular parachute system into each aircraftmodel must be created. The PIM must provide suffcient information to ensure correct installation of the parachute system to
43、 thespecific airframe.6.3.1 CoordinationAirframe and parachute manufacturers must coordinate and agree to ensure proper installation. Airframemanufacturers of light sport aircraftspecial (fully built) must not alter the installation without consulting the parachute systemmanufacturer. For light spor
44、t aircraftexperimental (kit built), the parachute manufacturer shall work with a new originalequipment manufacturer, the aircraft builder, or the aircraft owner to create a proper installation design. Airframe and parachutemanufacturers must coordinate and jointly approve the PIM for correctness. De
45、sign or configuration changes that impact theparachute installation, performance, or operability require re-evaluation relative to the requirements of this specification. Bothairframe and parachute manufacturer shall coordinate these anticipated changes before implementation. These changes shall bed
46、ocumented in a revised PIM.6.3.2 Weight and BalanceThe installation of the parachute system must not adversely affect the center of gravity of the subjectaircraft. The installation of the parachute system must be accounted for in the design data of weight and balance limits of theairframe.6.3.3 Syst
47、em MountingThe hardware used to install the parachute system shall not become loosened or detached as a resultof normal wear and tear.6.3.4 Extraction PerformanceIt Airframe and parachute manufacturers must be shown coordinate and show that theextraction device will cleanly penetrate any covering or
48、 remove the parachute systems cover, if any, and extract the parachuteassembly to full suspension line stretch without inhibiting or damaging (lines that connect the parachute upon egress.Airframe andparachute manufacturers must coordinate canopy to ensure that the extraction device and those compon
49、ents extracted by it havean unobstructed trajectory away from the aircraft.harnesses) without inhibiting or damaging the parachute upon egress. While itis recognized that the aircraft configuration is unpredictable in an emergency situation (for example, broken parts creating debris),all due care must be taken to provide a path of least resistance assuming an extremely rapid rate of departure.6.3.5 Parachute Attachment to the AirframeThe parachute assembly must be attached to the primary structure of theaircraftairframe with an airframe
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