ASTM F2316-12(2014)
(Specification)Standard Specification for Airframe Emergency Parachutes
Standard Specification for Airframe Emergency Parachutes
ABSTRACT
This specification covers minimum requirements for the design, manufacture, and installation of airframe emergency parachutes for light sport aircraft. Materials used for parts and assemblies, shall meet the conditions specified for (1) suitability and durability, (2) strength and other properties assumed in the design data, and (3) effects of environmental conditions, such as temperature and humidity, expected in service. Parachute model designations shall include the following: (1) parachute system parts list, (2) new parachutes model designations, (3) design changes, and (4) installation design changes. The strength requirements shall be specified in terms of limit loads and ultimate loads. The following minimum performance standards for the basic parachute system design shall be met: (1) parachute strength test to determine the ultimate load factor, (2) rate of descent, (3) component strength test, (4) staged deployment, and (5) environmental conditions. The installation design requirements are specified for the following: (1) coordination, (2) weight and balance, (3) system mounting, (4) extraction performance, (5) parachute attachment to the airframe, (6) activating housing routing, and (7) occupant restraint. Other requirements such as system function and operations and product marking are also detailed.
SCOPE
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, and installed to recover the airframe and its occupants at a survivable rate of descent. This standard is not applicable to deep-stall parachutes, spin recovery parachutes, drogue parachutes, or other airframe emergency aerodynamic decelerators not specifically intended for safely lowering the airframe and occupants to the ground. The standard is applicable to these types of parachutes if they are an integral part 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. There may be values given in parentheses that are mathematical conversions 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 Aviation Organization (ICAO) agreements. While the values stated in SI units are regarded as standard, certain values such as airspeeds in knots and altitude in feet are also accepted as standard.
1.3 Airframe emergency parachute recovery systems have become an acceptable means of greatly reducing the likelihood of serious injury or death in an in-flight emergency. Even though they have saved hundreds of lives in many different types of conditions, inherent danger of failure, even if properly designed, manufactured and installed, remains due to the countless permutations of random variables (attitude, altitude, accelerations, airspeed, weight, geographic location, etc.) that may exist at time of usage. The combination of these variables may negatively influence the life saving function of these airframe emergency parachute systems. They are designed to be a supplemental safety device and to be used at the discretion of the pilot when deemed to 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 responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory requirements prior to use.
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Designation:F2316 −12 (Reapproved 2014)
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
standard refer to parachute systems designed, manufactured,
responsibility of the user of this standard to establish appro-
and installed to recover the airframe and its occupants at a
priate safety and health practices and determine the applica-
survivable rate of descent. This standard is not applicable to
bility of regulatory requirements prior to use.
deep-stall parachutes, spin recovery parachutes, drogue
parachutes, or other airframe emergency aerodynamic decel-
2. Referenced Documents
erators not specifically intended for safely lowering the air-
frame and occupants to the ground. The standard is applicable
2.1 There are currently no referenced documents in this
to these types of parachutes if they are an integral part of an
specification.
airframe emergency parachute system designed to recover the
airframe and occupants at a survivable rate of descent.
3. Terminology
1.2 The values stated in SI units are to be regarded as 3.1 Definitions of Terms Specific to This Standard:
standard. There may be values given in parentheses that are 3.1.1 ballistic device, n—may include rocket motor, mortar,
mathematical conversions to inch-pound units. Values in pa- explosive projectile, spring, or other stored energy device.
rentheses are provided for information only and are not
3.1.2 completely opened parachute, n—the parachute has
considered standard.
reached its maximum design dimensions for the first time.
1.2.1 Note that within the aviation community mixed units
3.1.3 parachute deployment, n—process of parachute acti-
are appropriate in accordance with International CivilAviation
vation and inflation.
Organization(ICAO)agreements.WhilethevaluesstatedinSI
units are regarded as standard, certain values such as airspeeds
4. Materials and Manufacture
in knots and altitude in feet are also accepted as standard.
4.1 Materials—Materials used for parts and assemblies, the
1.3 Airframe emergency parachute recovery systems have
failure of which could adversely affect safety, must meet the
become an acceptable means of greatly reducing the likelihood
following conditions:
of serious injury or death in an in-flight emergency. Even
4.1.1 Materialsshallbesuitableanddurablefortheintended
though they have saved hundreds of lives in many different
use.
types of conditions, inherent danger of failure, even if properly
4.1.2 Design values (strength) must be chosen so that no
designed, manufactured and installed, remains due to the
structural part is under strength as a result of material varia-
countless permutations of random variables (attitude, altitude,
tions or load concentration, or both.
accelerations, airspeed, weight, geographic location, etc.) that
4.1.3 The effects of environmental conditions, such as
may exist at time of usage. The combination of these variables
temperature and humidity, expected in service must be taken
may negatively influence the life saving function of these
into account.
airframe emergency parachute systems. They are designed to
5. Reserved
5.1 This section is being used as a placeholder to maintain
This specification is under the jurisdiction ofASTM Committee F37 on Light
the previous section numbers.
Sport Aircraft and is the direct responsibility of Subcommittee F37.70 on Cross
Cutting.
Current edition approved Sept. 1, 2014. Published December 2014. Originally
6. Parachute System Design Requirements
approved in 2003. Last previous edition approved in 2012 as F2316–12. DOI:
10.1520/F2316-12R14. 6.1 Strength Requirements:
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F2316−12 (2014)
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
fromparachutecanopiesshallbecorrectedto1500-m(5000-ft)
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
evaluated for operations in temperature conditions of −40 to
governments.
48.9°C (−40 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
the three tests will be the ultimate parachute opening load. A 6.3.1 Coordination—Airframe and parachute manufacturers
newparachuteassemblymaybeusedforeachtest.Theweight must coordinate and jointly approve the PIM for correctness.
of the parachute assembly is included in the test weight. Data Design or configuration changes that impact the parachute
acquisition shall be performed for each test and shall include
installation, performance, or operability require re-evaluation
recordings of inflation loads as a function of time. relativetotherequirementsofthisspecification.Bothairframe
6.2.1.1 Forasuccessfuldroptesttheparachutesystemmust
and parachute manufacturer shall coordinate these anticipated
be able to support the ultimate loads demonstrated during the
changes before implementation. These changes shall be docu-
drop test. No detrimental permanent deformations or damages
mented in a revised PIM.
may occur that prevent the system from serving its purpose.
6.3.2 Weight and Balance—Theinstallationoftheparachute
The parachute shall:
system must be accounted for in the design data of weight and
(1)Maintain a descent rate at or below its designed rate of
balance limits of the airframe.
descent for a given weight and altitude.
6.3.3 System Mounting—The hardware used to install the
(2)Have completely opened within its designed parameter
parachute system shall not become loosened or detached as a
of time.
result of normal wear and tear.
6.2.1.2 An ultimate load factor of safety of 1.5 is achieved
6.3.4 Extraction Performance—Airframe and parachute
by conducting the parachute strength test as follows:
manufacturers must coordinate and show that the extraction
(1) Parachute Strength Test with Aircraft in Flight—If the
device will cleanly penetrate any covering or remove the
parachute is strength tested while attached to an aircraft in
parachute system’s cover, if any, and extract the parachute
flight, the following test parameters shall be applied:
assembly to full suspension line stretch (lines that connect the
Min. Test weight = 1.25 × Aircraft Maximum Gross Takeoff
parachute canopy to the harnesses) without inhibiting or
Weight
damaging the parachute upon egress. While it is recognized
Min. Test Speed = 1.1 × Aircaft’s Maximum Intended Para-
thattheaircraftconfigurationisunpredictableinanemergency
chute Deployment Speed
situation (for example, broken parts creating debris), all due
NOTE1—Inthistestvariant,thefactorofsafetyisconsideredapplicable
care must be taken to provide a path of least resistance
to the energy of the aircraft. However, it is not permissible to scale test
assuming an extremely rapid rate of departure.
results by using an energy equation approach.
(2) Parachute Strength Test with “Dead Weight” 6.3.5 ParachuteAttachment to theAirframe—Theparachute
Payload—If the parachute is strength tested while attached to
assembly must be attached to the primary structure of the
a “dead” weight (dense mass—sand, metal chains, water, etc.
airframe with an airframe attachment harness that may be
and limited volume), the following test parameters shall be
composed of a single harness section or a series of harness
applied:
sections. The airframe and parachute manufacturers must
Min. Test weight = Aircraft Maximum Gross Takeoff Weight
coordinateandagreetoensurethattheparachuteattachmentto
Min. Test Speed = Aircaft’s Maximum Intended Parachute
the subject airframe complies with the following conditions:
Deployment Speed
6.3.5.1 Parachute deployments induce unique load distribu-
NOTE 2—This test method is by nature conservative, as a dead weight
tions to the airframe, largely due to geometric locations of the
does not show any pitching or rotation tendency that absorbs energy
harness attachment points.The airframe attachment points and
during the parachute opening thrust, as a real aircraft always does.
Therefore, test with maximum weight and speed results in ultimate loads. airframe attachment harness for each individual aircraft model
F2316−12 (2014)
must comply with the ultimate parachute opening load mea- of the parachute system and reduce this fire hazard potential as
suredintheparachutestrengthtestdescribedin6.2.1.Thisload much as possible without compromising function of the
already contains the required safety factor of 1.5. extraction device.
6.3.5.2 The harness system and attach points must be
8.2 The parachute system must be labeled to show its
configured in a manner that presents the aircraft in a descent
identification, function, and operation limitations.
and landing attitude that maximizes the ability of the airframe
8.3 All components of the parachute system must be pro-
structuretoabsorbtheanticipatedlandingloadsandminimizes
tected against deterioration or loss of strength in service as a
the probability of injury to the occupants.
result of normal wear, weathering, corrosion, and abrasion.
6.3.5.3 The airframe attachment harness must be routed
from the installed parachute to the airframe attachment points
9. Inspection and Maintenance
and secured in a manner that will prevent it from impacting
9.1 Instructions for continued airworthiness must be pre-
normalflightoperations.Itmustalsobeshownthattheharness
paredfortheparachutesystemandshallstatetheservicecycles
will be sufficiently stripped free after activation of the para-
for relevant components of the system, including but not
chute system to ensure adequate functioning of the system.
limited to:
6.3.5.4 The airframe attachment harness design must mini-
9.1.1 Parachute canopy inspection, repacking and replace-
mize the potential for conflict with the propeller. If conflict
ment intervals;
with the propeller is unavoidable by installation design or
9.1.2 Extraction device inspection and refueling or replace-
operator instructions such as shutting down the engine, the
ment;
airframe attachment harness must be manufactured from ma-
9.1.3 Field maintenance checks; and
terials that yield a reasonable likelihood of surviving a conflict
9.1.4 Any other maintenance instructions.
with the propeller.
6.3.6 Activating Housing Routing—The parachute system
9.2 Maintenance instructions must demand the parachute
mustbedesignedforactivationwithoutdifficulty.Theairframe
system to be marked “Inoperative” in case instructions for
and parachute manufacturers must coordinate and agree to
continued airworthiness are not followed.
insure that the installation of the activation system in the
NOTE3—Aninoperativeparachutesystemmayresultintheaircraftnot
subject airframe complies with the following conditions:
being airworthy. This depends on the definition of (required) minimum
6.3.6.1 The routing of the activation system shall not create
equipment for the individual aircraft and has to be considered on aircraft
friction points or other interruptions that may prevent the
level and highlighted in the applicable aircraft level documentation or
manuals, or both. This does not affect the parachute documentation.
occupant from activating the system.
6.3.6.2 Theactivatingsystemshallbesecuredalongitspath
9.3 Adequate means must be provided to permit annual
such that it will not change during the normal operating life of
examination of the parachute container and other system
the parachute system.
components to ensure proper functioning, egress alignment,
6.3.6.3 If dual activating handles are used, they must be of
and security of harness bridles and activating housing.
a design that allows activation with one handle, even if the
other handle is inoperable. 10. Operating Limitations
6.3.6.4 Itmustbeshownthatactivatingthesystemcanonly
10.1 Operating limitations must be prescribed to ensure
be accomplished in a manner that makes inadvertent deploy-
proper operation of the parachute system.
ment extremely improbable.
6.3.6.5 Some means to safety the activation system must be
11. Product Marking
implemented when the aircraft is not in service.
11.1 Key components of the parachute system must be
6.3.7 Occupant Restraint—Each seat in an airframe modi-
marked on the outside of the parachute container with the
fied or fitted with t
...
This 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. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: F2316 − 12 F2316 − 12 (Reapproved 2014)
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. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope
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, and installed to
recover the airframe and its occupants at a survivable rate of descent. This standard is not applicable to deep-stall parachutes, spin
recovery parachutes, drogue parachutes, or other airframe emergency aerodynamic decelerators not specifically intended for safely
lowering the airframe and occupants to the ground. The standard is applicable to these types of parachutes if they are an integral
part 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. There may be values given in parentheses that are mathematical
conversions 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 Aviation
Organization (ICAO) agreements. While the values stated in SI units are regarded as standard, certain values such as airspeeds in
knots and altitude in feet are also accepted as standard.
1.3 Airframe emergency parachute recovery systems have become an acceptable means of greatly reducing the likelihood of
serious injury or death in an in-flight emergency. Even though they have saved hundreds of lives in many different types of
conditions, inherent danger of failure, even if properly designed, manufactured and installed, remains due to the countless
permutations of random variables (attitude, altitude, accelerations, airspeed, weight, geographic location, etc.) that may exist at
time of usage. The combination of these variables may negatively influence the life saving function of these airframe emergency
parachute systems. They are designed to be a supplemental safety device and to be used at the discretion of the pilot when deemed
to 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 responsibility
of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory
requirements prior to use.
2. Referenced Documents
2.1 There are currently no referenced documents in this specification.
3. Terminology
3.1 Definitions of Terms Specific to This Standard:
3.1.1 ballistic device, n—may include rocket motor, mortar, explosive projectile, spring, or other stored energy device.
3.1.2 completely opened parachute, n—the parachute has reached its maximum design dimensions for the first time.
3.1.3 parachute deployment, n—process of parachute activation and inflation.
4. Materials and Manufacture
4.1 Materials—Materials used for parts and assemblies, the failure of which could adversely affect safety, must meet the
following conditions:
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 or
load concentration, or both.
4.1.3 The effects of environmental conditions, such as temperature and humidity, expected in service must be taken into account.
This specification is under the jurisdiction of ASTM Committee F37 on Light Sport Aircraft and is the direct responsibility of Subcommittee F37.70 on Cross Cutting.
Current edition approved Sept. 1, 2012Sept. 1, 2014. Published November 2012December 2014. Originally approved in 2003. Last previous edition approved in 20102012
as F2316 – 08 (2010).F2316 – 12. DOI: 10.1520/F2316-12.10.1520/F2316-12R14.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F2316 − 12 (2014)
5. Reserved
5.1 This section is being used as a placeholder to maintain the previous section numbers.
6. Parachute System Design Requirements
6.1 Strength Requirements:
6.1.1 Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate
loads (limit loads multiplied 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 through testing. In other
cases, load testing must be conducted.
6.1.3 System evaluation by testing must be supported with instrument calibration verified by an applicable weights and
measures regulatory body, for example, state and federal governments.
6.2 System Design—The following minimum performance standards for the basic parachute system shall be met.
6.2.1 Parachute Strength Test—A minimum of three successful drop tests of the parachute assembly shall be conducted under
ultimate load conditions to demonstrate the parachute’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 each test. The weight of the parachute
assembly is included in the test weight. Data acquisition shall be performed for each test and shall include recordings of inflation
loads 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 drop
test. No detrimental permanent deformations or damages may occur that prevent the system from serving its purpose. The
parachute 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:
(1) Parachute Strength Test with Aircraft in Flight—If the parachute is strength tested while attached to an aircraft in flight,
the following test parameters shall be applied:
Min. Test weight = 1.25 × Aircraft Maximum Gross Takeoff Weight
Min. Test Speed = 1.1 × Aircaft’s Maximum Intended Parachute Deployment Speed
NOTE 1—In this test variant, the factor of safety is considered applicable to the energy of the aircraft. However, it is not permissible to scale test results
by using an energy equation approach.
(2) Parachute Strength Test with “Dead Weight” Payload—If the parachute is strength tested while attached to a “dead” weight
(dense mass—sand, metal chains, water, etc. and limited volume), the following test parameters shall be applied:
Min. Test weight = Aircraft Maximum Gross Takeoff Weight
Min. Test Speed = Aircaft’s Maximum Intended Parachute Deployment Speed
NOTE 2—This test method is by nature conservative, as a dead weight does not show any pitching or rotation tendency that absorbs energy during 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 Descent—Rate of descent data shall be recorded for all tests in 6.2.1. This data may be corrected for the variation
in test vehicle weight to determine the rate of descent at the gross weight of the specific aircraft. Descent rate data from parachute
canopies shall be corrected to 1500-m (5000-ft) density altitude and standard temperature. Aircraft manufacturer and parachute
manufacturer shall coordinate that serious injury to occupants is unlikely while landing under parachute.
6.2.3 Staged Deployment—The parachute assembly shall be designed to stage the deployment sequence in an orderly manner
to reduce the chances of entanglements or similar malfunctions.
6.2.4 Environmental Conditions—The system must be evaluated for operations in temperature conditions of −40 to 48.9°C (−40
to 120°F).
6.3 Installation Design—A specific Parachute Installation Manual (PIM) for the installation of a particular parachute system into
each aircraft model must be created. The PIM must provide sufficient information to ensure correct installation of the parachute
system to the specific airframe.
6.3.1 Coordination—Airframe and parachute manufacturers must coordinate and jointly approve the PIM for correctness.
Design or configuration changes that impact the parachute installation, performance, or operability require re-evaluation relative
to the requirements of this specification. Both airframe and parachute manufacturer shall coordinate these anticipated changes
before implementation. These changes shall be documented in a revised PIM.
6.3.2 Weight and Balance—The installation of the parachute system must be accounted for in the design data of weight and
balance limits of the airframe.
6.3.3 System Mounting—The hardware used to install the parachute system shall not become loosened or detached as a result
of normal wear and tear.
F2316 − 12 (2014)
6.3.4 Extraction Performance—Airframe and parachute manufacturers must coordinate and show that the extraction device will
cleanly penetrate any covering or remove the parachute system’s cover, if any, and extract the parachute assembly to full
suspension line stretch (lines that connect the parachute canopy to the harnesses) without inhibiting or damaging the parachute
upon egress. While it is 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 Airframe—The parachute assembly must be attached to the primary structure of the airframe
with an airframe attachment harness that may be composed of a single harness section or a series of harness sections. The airframe
and parachute manufacturers must coordinate and agree to ensure that the parachute attachment to the subject airframe complies
with the following conditions:
6.3.5.1 Parachute deployments induce unique load distributions to the airframe, largely due to geometric locations of the harness
attachment points. The airframe attachment points and airframe attachment harness for each individual aircraft model must comply
with the ultimate parachute opening load measured in the parachute strength test described in 6.2.1. This load already contains the
required safety factor of 1.5.
6.3.5.2 The harness system and attach points must be configured in a manner that presents the aircraft in a descent and landing
attitude that maximizes the ability of the airframe structure to absorb the anticipated landing loads and minimizes the probability
of injury to the occupants.
6.3.5.3 The airframe attachment harness must be routed from the installed parachute to the airframe attachment points and
secured in a manner that will prevent it from impacting normal flight operations. It must also be shown that the harness will be
sufficiently stripped free after activation of the parachute system to ensure adequate functioning of the system.
6.3.5.4 The airframe attachment harness design must minimize the potential for conflict with the propeller. If conflict with the
propeller is unavoidable by installation design or operator instructions such as shutting down the engine, the airframe attachment
harness must be manufactured from materials that yield a reasonable likelihood of surviving a conflict with the propeller.
6.3.6 Activating Housing Routing—The parachute system must be designed for activation without difficulty. The airframe and
parachute manufacturers must coordinate and agree to insure that the installation of the activation system in the subject airframe
complies with the following conditions:
6.3.6.1 The routing of the activation system shall not create friction points or other interruptions that may prevent the occupant
from activating the system.
6.3.6.2 The activating system shall be secured along its path such that it will not change during the normal operating life of the
parachute system.
6.3.6.3 If dual activating handles are used, they must be of a design that allows activation with one handle, even if the other
handle is inoperable.
6.3.6.4 It must be shown that activating the system can only be accomplished in a manner that makes inadvertent deployment
extremely improbable.
6.3.6.5 Some means to safety the activation system must be implemented when the aircraft is not in service.
6.3.7 Occupant Restraint—Each seat in an airframe modified or fitted with the emergency parachute system must be equipped
with a restraint system that will adequately protect the occupants from head and upper torso injuries during parachute deployment
and parachute landing. The restraint system must be designed in accordance with the relevant airframe requirements considering
the accelerations to be expected in response to the parachute opening, descent and parachute landing.
7. Workmanship
7.1 Workmanship must be of a high standard and performed in accordance with QA standards. When no other requirements are
made applicable for a specific project, QA requirements as per S3 of this standard apply.
8. Design and Construction
8.1 The installation design and location of the extraction device must consider fire hazards associated with the activation of the
parachute system and reduce this fire hazard potential as much as possible without compromising function of the extraction device.
8.2 The parachute system must be labeled to show its identification, function, and operation limitations.
8.3 All components of the parachute system must be protected against deterioration or loss of strength in service as a result of
normal wear, weathering, corrosion, and abrasion.
9. Inspection and Maintenance
9.1 Instructions for continued airworthiness must be prepared for the parachute system and sha
...
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