ASTM F2316-2012(2014) Standard Specification for Airframe Emergency Parachutes《机身紧急降落伞的标准规格》.pdf

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1、Designation: F2316 12 (Reapproved 2014)Standard Specification forAirframe Emergency Parachutes1This standard is issued under the fixed designation F2316; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the year of last revision. A

2、number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This specification covers minimum requirements for thedesign, manufacture, and installation of parachutes for air-frames. Airframe emer

3、gency parachutes addressed in thisstandard refer to parachute systems designed, manufactured,and installed to recover the airframe and its occupants at asurvivable rate of descent. This standard is not applicable todeep-stall parachutes, spin recovery parachutes, drogueparachutes, or other airframe

4、emergency aerodynamic decel-erators not specifically intended for safely lowering the air-frame and occupants to the ground. The standard is applicableto these types of parachutes if they are an integral part of anairframe emergency parachute system designed to recover theairframe and occupants at a

5、 survivable rate of descent.1.2 The values stated in SI units are to be regarded asstandard. There may be values given in parentheses that aremathematical conversions to inch-pound units. Values in pa-rentheses are provided for information only and are notconsidered standard.1.2.1 Note that within t

6、he aviation community mixed unitsare appropriate in accordance with International Civil AviationOrganization (ICAO) agreements. While the values stated in SIunits are regarded as standard, certain values such as airspeedsin knots and altitude in feet are also accepted as standard.1.3 Airframe emerge

7、ncy parachute recovery systems havebecome an acceptable means of greatly reducing the likelihoodof serious injury or death in an in-flight emergency. Eventhough they have saved hundreds of lives in many differenttypes of conditions, inherent danger of failure, even if properlydesigned, manufactured

8、and installed, remains due to thecountless permutations of random variables (attitude, altitude,accelerations, airspeed, weight, geographic location, etc.) thatmay exist at time of usage. The combination of these variablesmay negatively influence the life saving function of theseairframe emergency p

9、arachute systems. They are designed tobe a supplemental safety device and to be used at the discretionof the pilot when deemed to provide the best chance ofsurvivability.1.4 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility

10、of the user of this standard to establish appro-priate safety and health practices and determine the applica-bility of regulatory requirements prior to use.2. Referenced Documents2.1 There are currently no referenced documents in thisspecification.3. Terminology3.1 Definitions of Terms Specific to T

11、his Standard:3.1.1 ballistic device, nmay include rocket motor, mortar,explosive projectile, spring, or other stored energy device.3.1.2 completely opened parachute, nthe parachute hasreached its maximum design dimensions for the first time.3.1.3 parachute deployment, nprocess of parachute acti-vati

12、on and inflation.4. Materials and Manufacture4.1 MaterialsMaterials used for parts and assemblies, thefailure of which could adversely affect safety, must meet thefollowing conditions:4.1.1 Materials shall be suitable and durable for the intendeduse.4.1.2 Design values (strength) must be chosen so t

13、hat nostructural part is under strength as a result of material varia-tions or load concentration, or both.4.1.3 The effects of environmental conditions, such astemperature and humidity, expected in service must be takeninto account.5. Reserved5.1 This section is being used as a placeholder to maint

14、ainthe previous section numbers.6. Parachute System Design Requirements6.1 Strength Requirements:1This specification is under the jurisdiction of ASTM Committee F37 on LightSport Aircraft and is the direct responsibility of Subcommittee F37.70 on CrossCutting.Current edition approved Sept. 1, 2014.

15、Published December 2014. Originallyapproved in 2003. Last previous edition approved in 2012 as F2316 12. DOI:10.1520/F2316-12R14.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States16.1.1 Strength requirements are specified in terms of lim

16、itloads (the maximum loads to be expected in service) andultimate loads (limit loads multiplied by a prescribed factor ofsafety).6.1.1.1 Unless otherwise provided, prescribed loads arelimit loads.6.1.1.2 Unless otherwise provided, an ultimate load factorof safety of 1.5 must be used.6.1.2 System eva

17、luation by analysis must use an acceptedcomputational method that has been verified through testing. Inother cases, load testing must be conducted.6.1.3 System evaluation by testing must be supported withinstrument calibration verified by an applicable weights andmeasures regulatory body, for exampl

18、e, state and federalgovernments.6.2 System DesignThe following minimum performancestandards for the basic parachute system shall be met.6.2.1 Parachute Strength TestA minimum of three suc-cessful drop tests of the parachute assembly shall be conductedunder ultimate load conditions to demonstrate the

19、 parachutesstrength. The maximum parachute opening force measured inthe three tests will be the ultimate parachute opening load. Anew parachute assembly may be used for each test. The weightof the parachute assembly is included in the test weight. Dataacquisition shall be performed for each test and

20、 shall includerecordings of inflation loads as a function of time.6.2.1.1 For a successful drop test the parachute system mustbe able to support the ultimate loads demonstrated during thedrop test. No detrimental permanent deformations or damagesmay occur that prevent the system from serving its pur

21、pose.The parachute shall:(1) Maintain a descent rate at or below its designed rate ofdescent for a given weight and altitude.(2) Have completely opened within its designed parameterof time.6.2.1.2 An ultimate load factor of safety of 1.5 is achievedby conducting the parachute strength test as follow

22、s:(1) Parachute Strength Test with Aircraft in FlightIf theparachute is strength tested while attached to an aircraft inflight, the following test parameters shall be applied:Min. Test weight = 1.25 Aircraft Maximum Gross TakeoffWeightMin. Test Speed = 1.1 Aircafts Maximum Intended Para-chute Deploy

23、ment SpeedNOTE 1In this test variant, the factor of safety is considered applicableto the energy of the aircraft. However, it is not permissible to scale testresults by using an energy equation approach.(2) Parachute Strength Test with “Dead Weight”PayloadIf the parachute is strength tested while at

24、tached toa “dead” weight (dense masssand, metal chains, water, etc.and limited volume), the following test parameters shall beapplied:Min. Test weight = Aircraft Maximum Gross Takeoff WeightMin. Test Speed = Aircafts Maximum Intended ParachuteDeployment SpeedNOTE 2This test method is by nature conse

25、rvative, as a dead weightdoes not show any pitching or rotation tendency that absorbs energyduring the parachute 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 be re-corded for all

26、 tests in 6.2.1. This data may be corrected for thevariation in test vehicle weight to determine the rate of descentat the gross weight of the specific aircraft. Descent rate datafrom parachute canopies shall be corrected to 1500-m (5000-ft)density altitude and standard temperature. Aircraft manufac

27、-turer and parachute manufacturer shall coordinate that seriousinjury to occupants is unlikely while landing under parachute.6.2.3 Staged DeploymentThe parachute assembly shall bedesigned to stage the deployment sequence in an orderlymanner to reduce the chances of entanglements or similarmalfunctio

28、ns.6.2.4 Environmental ConditionsThe system must beevaluated for operations in temperature conditions of 40 to48.9C (40 to 120F).6.3 Installation DesignA specific Parachute InstallationManual (PIM) for the installation of a particular parachutesystem into each aircraft model must be created. The PIM

29、 mustprovide sufficient information to ensure correct installation ofthe parachute system to the specific airframe.6.3.1 CoordinationAirframe and parachute manufacturersmust coordinate and jointly approve the PIM for correctness.Design or configuration changes that impact the parachuteinstallation,

30、performance, or operability require re-evaluationrelative to the requirements of this specification. Both airframeand parachute manufacturer shall coordinate these anticipatedchanges before implementation. These changes shall be docu-mented in a revised PIM.6.3.2 Weight and BalanceThe installation o

31、f the parachutesystem must be accounted for in the design data of weight andbalance limits of the airframe.6.3.3 System MountingThe hardware used to install theparachute system shall not become loosened or detached as aresult of normal wear and tear.6.3.4 Extraction PerformanceAirframe and parachute

32、manufacturers must coordinate and show that the extractiondevice will cleanly penetrate any covering or remove theparachute systems cover, if any, and extract the parachuteassembly to full suspension line stretch (lines that connect theparachute canopy to the harnesses) without inhibiting ordamaging

33、 the parachute upon egress. While it is recognizedthat the aircraft configuration is unpredictable in an emergencysituation (for example, broken parts creating debris), all duecare must be taken to provide a path of least resistanceassuming an extremely rapid rate of departure.6.3.5 Parachute Attach

34、ment to the AirframeThe parachuteassembly must be attached to the primary structure of theairframe with an airframe attachment harness that may becomposed of a single harness section or a series of harnesssections. The airframe and parachute manufacturers mustcoordinate and agree to ensure that the

35、parachute attachment tothe subject airframe complies with the following conditions:6.3.5.1 Parachute deployments induce unique load distribu-tions to the airframe, largely due to geometric locations of theharness attachment points. The airframe attachment points andairframe attachment harness for ea

36、ch individual aircraft modelF2316 12 (2014)2must comply with the ultimate parachute opening load mea-sured in the parachute strength test described in 6.2.1.This loadalready contains the required safety factor of 1.5.6.3.5.2 The harness system and attach points must beconfigured in a manner that pre

37、sents the aircraft in a descentand landing attitude that maximizes the ability of the airframestructure to absorb the anticipated landing loads and minimizesthe probability of injury to the occupants.6.3.5.3 The airframe attachment harness must be routedfrom the installed parachute to the airframe a

38、ttachment pointsand secured in a manner that will prevent it from impactingnormal flight operations. It must also be shown that the harnesswill be sufficiently stripped free after activation of the para-chute system to ensure adequate functioning of the system.6.3.5.4 The airframe attachment harness

39、 design must mini-mize the potential for conflict with the propeller. If conflictwith the propeller is unavoidable by installation design oroperator instructions such as shutting down the engine, theairframe attachment harness must be manufactured from ma-terials that yield a reasonable likelihood o

40、f surviving a conflictwith the propeller.6.3.6 Activating Housing RoutingThe parachute systemmust be designed for activation without difficulty. The airframeand parachute manufacturers must coordinate and agree toinsure that the installation of the activation system in thesubject airframe complies w

41、ith the following conditions:6.3.6.1 The routing of the activation system shall not createfriction points or other interruptions that may prevent theoccupant from activating the system.6.3.6.2 The activating system shall be secured along its pathsuch that it will not change during the normal operati

42、ng life ofthe parachute system.6.3.6.3 If dual activating handles are used, they must be ofa design that allows activation with one handle, even if theother handle is inoperable.6.3.6.4 It must be shown that activating the system can onlybe accomplished in a manner that makes inadvertent deploy-ment

43、 extremely improbable.6.3.6.5 Some means to safety the activation system must beimplemented when the aircraft is not in service.6.3.7 Occupant RestraintEach seat in an airframe modi-fied or fitted with the emergency parachute system must beequipped with a restraint system that will adequately protec

44、tthe occupants from head and upper torso injuries duringparachute deployment and parachute landing. The restraintsystem must be designed in accordance with the relevantairframe requirements considering the accelerations to beexpected in response to the parachute opening, descent andparachute landing

45、.7. Workmanship7.1 Workmanship must be of a high standard and performedin accordance with QAstandards. When no other requirementsare made applicable for a specific project, QA requirements asper S3 of this standard apply.8. Design and Construction8.1 The installation design and location of the extra

46、ctiondevice must consider fire hazards associated with the activationof the parachute system and reduce this fire hazard potential asmuch as possible without compromising function of theextraction device.8.2 The parachute system must be labeled to show itsidentification, function, and operation limi

47、tations.8.3 All components of the parachute system must be pro-tected against deterioration or loss of strength in service as aresult of normal wear, weathering, corrosion, and abrasion.9. Inspection and Maintenance9.1 Instructions for continued airworthiness must be pre-pared for the parachute syst

48、em and shall state the service cyclesfor relevant components of the system, including but notlimited to:9.1.1 Parachute canopy inspection, repacking and replace-ment intervals;9.1.2 Extraction device inspection and refueling or replace-ment;9.1.3 Field maintenance checks; and9.1.4 Any other maintena

49、nce instructions.9.2 Maintenance instructions must demand the parachutesystem to be marked “Inoperative” in case instructions forcontinued airworthiness are not followed.NOTE 3An inoperative parachute system may result in the aircraft notbeing airworthy. This depends on the definition of (required) minimumequipment for the individual aircraft and has to be considered on aircraftlevel and highlighted in the applicable aircraft level documentation ormanuals, or both. This does not affect the parachute documentation.9.3 Adequate means must be provided t