ASTM F3408/F3408M-21

Standard Specification for Aircraft Emergency Parachute Recovery Systems

SCOPE
1.1 This specification covers minimum requirements for the design of emergency parachute recovery systems for aircraft. Airframe emergency parachute systems addressed in this specification refer to parachute systems designed, manufactured, and installed to recover the airframe and its occupants at a survivable rate of descent. This specification is not applicable to deepstall 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 specification 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. The material was developed through open consensus of international experts in general aviation. This information was created by focusing on Level 1, 2, 3, and 4 Normal Category aeroplanes. The content may be more broadly applicable; it is the responsibility of the Applicant to substantiate broader applicability as a specific means of compliance. The topics covered within this document are: strength requirements, parachute test method, activation system, deployment system, parachute attachment to the airframe, occupant protection, and system verification.  
1.2 An applicant intending to propose this information as Means of Compliance for a design approval must seek guidance from their respective oversight authority (for example, published guidance from applicable CAAs) concerning the acceptable use and application thereof. For information on which oversight authorities have accepted this specification (in whole or in part) as an acceptable Means of Compliance to their regulatory requirements (hereinafter the Rules), refer to the ASTM Committee F44 web page (www.astm.org/COMMITTEE/F44.htm). Annex A1 maps the Means of Compliance of this ASTM specification to EASA CS-23, amendment 5, or later, and FAA 14 CFR Part 23, amendment 64, or later, rules applicable to the Aircraft Emergency Parachute Recovery Systems installation.  
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 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 lifesaving function of these airframe emergency parachute systems. They are designed to be a safety device and to be used at the discretion of the pilot when deemed to provide the best chance of survivability.  
1.4 Units—This document may present information in either SI units, English Engineering units, or both; the values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.  
1.5 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, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.6 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.

General Information

• Status: Published
• Publication Date: 31-Jul-2021
• ICS: 49.020 - Aircraft and space vehicles in general
• Technical Committee: F44 - General Aviation Aircraft
• Drafting Committee: F44.30 - Structures

Relations

• Refers: ASTM F3060-20 - Standard Terminology for Aircraft
• Effective Date: 01-Jan-2020
• Refers: ASTM F3083/F3083M-18 - Standard Specification for Emergency Conditions, Occupant Safety and Accommodations
• Effective Date: 01-Dec-2018
• Refers: ASTM F3060-16a - Standard Terminology for Aircraft
• Effective Date: 01-Nov-2016
• Refers: ASTM F3083/F3083M-16 - Standard Specification for Emergency Conditions, Occupant Safety and Accommodations
• Effective Date: 01-Jun-2016
• Refers: ASTM F3060-16 - Standard Terminology for Aircraft
• Effective Date: 01-Apr-2016
• Refers: ASTM F3114-15 - Standard Specification for Structures
• Effective Date: 01-Nov-2015
• Refers: ASTM F3060-15b - Standard Terminology for Aircraft
• Effective Date: 15-Sep-2015
• Refers: ASTM F3083/F3083M-15 - Standard Specification for Emergency Conditions, Occupant Safety and Accommodations
• Effective Date: 01-Jun-2015
• Refers: ASTM F3060-15a - Standard Terminology for Aircraft
• Effective Date: 01-May-2015
• Refers: ASTM F3060-15 - Standard Terminology for Aircraft
• Effective Date: 01-Mar-2015
• Refers: ASTM F3060-14 - Standard Terminology for Aircraft
• Effective Date: 01-Dec-2014

Overview

ASTM F3408/F3408M-21 establishes the minimum requirements for the design, testing, and installation of aircraft emergency parachute recovery systems. Developed through consensus by international experts, this standard applies to parachute systems specifically intended for lowering both the airframe and its occupants to the ground at a survivable descent rate. It is focused on Normal Category airplanes (Levels 1-4), but may have broader applicability if properly substantiated for other aircraft types. This specification supports compliance with regulations such as FAA 14 CFR Part 23 and EASA CS-23.

Aircraft emergency parachute recovery systems are critical safety devices, capable of reducing the risk of serious injury or death during in-flight emergencies. While not infallible due to the various flight conditions and potential failure modes, their inclusion represents a significant advancement in occupant protection for general aviation.

Key Topics

• System Design Requirements: Specifies how parachute systems should be designed so they do not adversely affect aircraft performance under normal conditions, can be reliably deployed, and adequately protect both the airframe and occupants.

• Strength and Testing: Establishes minimum strength thresholds and mandates drop tests to verify parachute assembly performance under ultimate load conditions. Includes guidelines for rate of descent and the integrity of attachment points.

• Activation and Deployment Systems: Details requirements for pilot-accessible activation systems that are easy to use, minimize risks of inadvertent deployment, and remain functional across a broad user demographic. Deployment mechanisms must ensure clear egress and avoid entanglement or damage to the parachute or aircraft.

• Occupant Protection: Specifies that all seats be equipped with effective restraints and that the system protects against injury throughout deployment, touchdown, and in various post-touchdown scenarios, such as roll-over and adverse weather.

• Inspection, Maintenance, and Marking: Outlines requirements for ongoing airworthiness, including inspection, servicing intervals, marking of key components, and the provision of visible placards and labels to inform rescue personnel and maintain safe operation.

Applications

This standard is directly applicable to:

• General aviation aircraft manufacturers designing new or retrofitted airframe emergency parachute recovery systems to meet regulatory requirements for occupant safety.
• Aircraft designers and engineers seeking substantiation for design approvals involving integrated parachute safety systems.
• Regulatory authorities evaluating Means of Compliance (MoC) for the installation and certification of parachute recovery systems.
• Aircraft operators and maintenance organizations responsible for regular inspection, servicing, and maintaining continued airworthiness of installed systems.
• Rescue and emergency personnel needing clear markings and instructions for safely handling aircraft equipped with ballistic or otherwise powered parachute deployment systems.

The requirements ensure that emergency parachute recovery systems provide effective occupant protection, robust deployment mechanisms under a variety of operating conditions, and comprehensive post-installation support through stringent maintenance and marking protocols.

Related Standards

ASTM F3408/F3408M-21 references and aligns compliance with several significant regulatory and industry standards:

• FAA 14 CFR Part 23 (Amendment 64 or later): Certification standards for Normal Category airplanes, including performance-based safety criteria.
• EASA CS-23 (Amendment 5 or later): Certification Specifications for Normal-Category Aeroplanes in Europe.
• ASTM F3060: Terminology for Aircraft, harmonizing definitions and technical language.
• ASTM F3083/F3083M: Specification for Emergency Conditions, Occupant Safety and Accommodations, including injury criteria.
• ASTM F3114: Specification for Structures, detailing strength requirements and fabrication methods relevant to parachute system components.

Keywords: aircraft emergency parachute recovery system, airframe safety, occupant protection, parachute deployment, ASTM F3408, general aviation, FAA Part 23, EASA CS-23, maintenance requirements, airworthiness, safety standards.

Standards Content (Sample)

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: F3408/F3408M −21
Standard Specification for
Aircraft Emergency Parachute Recovery Systems
ThisstandardisissuedunderthefixeddesignationF3408/F3408M;thenumberimmediatelyfollowingthedesignationindicatestheyear
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 later, rules applicable to the Aircraft Emergency Parachute
Recovery Systems installation.
1.1 This specification covers minimum requirements for the
1.3 Airframe emergency parachute recovery systems have
design of emergency parachute recovery systems for aircraft.
become an acceptable means of greatly reducing the likelihood
Airframe emergency parachute systems addressed in this
of serious injury or death in an in-flight emergency. Even
specification refer to parachute systems designed,
though they have saved hundreds of lives in many different
manufactured, and installed to recover the airframe and its
types of conditions, inherent danger of failure, even if properly
occupants at a survivable rate of descent. This specification is
designed remains due to the countless permutations of random
not applicable to deepstall parachutes, spin recovery
variables (attitude, altitude, accelerations, airspeed, weight,
parachutes, drogue parachutes, or other airframe emergency
geographic location, etc.) that may exist at time of usage. The
aerodynamic decelerators not specifically intended for safely
combination of these variables may negatively influence the
lowering the airframe and occupants to the ground. The
lifesaving function of these airframe emergency parachute
specification is applicable to these types of parachutes if they
systems.Theyaredesignedtobeasafetydeviceandtobeused
are an integral part of an airframe emergency parachute system
at the discretion of the pilot when deemed to provide the best
designed to recover the airframe and occupants at a survivable
chance of survivability.
rate of descent. The material was developed through open
consensus of international experts in general aviation. This
1.4 Units—Thisdocumentmaypresentinformationineither
information was created by focusing on Level 1, 2, 3, and 4
SI units, English Engineering units, or both; the values stated
Normal Category aeroplanes. The content may be more
in each system are not necessarily exact equivalents; therefore,
broadly applicable; it is the responsibility of the Applicant to
to ensure conformance with the standard, each system shall be
substantiate broader applicability as a specific means of com-
used independently of the other, and values from the two
pliance. The topics covered within this document are: strength
systems shall not be combined.
requirements, parachute test method, activation system, de-
1.5 This standard does not purport to address all of the
ployment system, parachute attachment to the airframe, occu-
safety concerns, if any, associated with its use. It is the
pant protection, and system verification.
responsibility of the user of this standard to establish appro-
priate safety, health, and environmental practices and deter-
1.2 An applicant intending to propose this information as
mine the applicability of regulatory limitations prior to use.
Means of Compliance for a design approval must seek guid-
1.6 This international standard was developed in accor-
ance from their respective oversight authority (for example,
dance with internationally recognized principles on standard-
published guidance from applicable CAAs) concerning the
ization established in the Decision on Principles for the
acceptable use and application thereof. For information on
Development of International Standards, Guides and Recom-
which oversight authorities have accepted this specification (in
mendations issued by the World Trade Organization Technical
whole or in part) as an acceptable Means of Compliance to
Barriers to Trade (TBT) Committee.
their regulatory requirements (hereinafter the Rules), refer to
the ASTM Committee F44 web page (www.astm.org/
2. Referenced Documents
COMMITTEE/F44.htm). Annex A1 maps the Means of Com-
pliance of this ASTM specification to EASA CS-23, amend-
2.1 ASTM Standards:
ment 5, or later, and FAA 14 CFR Part 23, amendment 64, or
F3060 Terminology for Aircraft
F3083/F3083M Specification for Emergency Conditions,
Occupant Safety and Accommodations
ThisspecificationisunderthejurisdictionofASTMCommitteeF44onGeneral
Aviation Aircraft and is the direct responsibility of Subcommittee F44.30 on
Structures. For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Current edition approved Aug. 1, 2021. Published August 2021. Originally contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
approved in 2020. Last previous edition approved in 2020 as F3408/F3408M-20. Standards volume information, refer to the standards Document Summary page on
DOI: 10.1520/F3408_F3408M-21. the ASTM website.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3408/F3408M − 21
F3114 Specification for Structures 5.2 The deployment system shall extract/eject the parachute
2.2 Other Standards: assembly to full line stretch without obstructions.
FAA 14 CFR Part 23-Amdt 64 A Performance-Based Ap-
5.3 The parachute assembly, parachute attachment
proach to Type Certification of Small Airplanes
harnesses, parachute airframe attachment structure and all
EASACS-23 /Amendment 5 Certification Specifications for
related components shall sustain design ultimate load condi-
Normal-Category Aeroplanes
tions throughout deployment and descent.
3. Terminology
5.4 The parachute deployment shall not result in aircraft
dynamics that could seriously injure the occupants when
3.1 Definitions of Terms Specific to This Standard:
properly restrained.
3.1.1 activation system, n—the system to mechanically or
electrically activate the extraction/ejection device.
5.5 The design rate of descent shall provide touchdown and
post-touchdown conditions that protect the occupants from
3.1.2 aircraft attachment harness, n—interface between the
serious injury.
parachute riser(s) and the airframe structural attachment.
5.6 All components of the parachute recovery system shall
3.1.3 deployment device, n—may include a deployment bag,
be protected against deterioration or loss of strength in service
or sleeve, or any device to contain the packed parachute and
because of normal operations, weathering, corrosion, abrasion,
stage its deployment in an orderly sequence.
temperature, vibration, and aging.
3.1.4 deployment system, n—includes the extraction/
ejection device, deployment device and any other components 5.7 Thesystemshallbeevaluatedforoperationsintempera-
that assist in the parachute deployment. ture conditions of –40 °C to 60 °C [–40 °F to 140 °F] as a
minimum.
3.1.5 drop test, n—a structural test of a parachute assembly
using an unmanned test vehicle released from a test aircraft in
5.8 The installation design and location of the extraction/
flight.
ejection device shall consider fire hazards associated with the
activation of the parachute system and reduce this fire hazard
3.1.6 extraction/ejection device, n—may include rocket
potential without compromising system function.
motor, mortar, explosive projectile, spring, or other stored
energy device.
5.9 Adequate provisions shall be made to prevent contami-
3.1.7 line stretch, n—when all components of the parachute nation of the system compartments and associated structure to
ensure the sound condition of the system.
assembly are pulled taut prior to inflation.
3.1.8 parachute assembly, n—includes the canopy, or rein-
5.10 The hardware used to install the parachute system shall
forced fabric portion, suspension lines, riser(s), connector not become loosened or detached because of normal opera-
links, and reefing systems or devices.
tions.
3.1.9 parachute container, n—structure to house and protect
5.11 The system shall be configured to prevent potential
the packed parachute assembly, extraction/ejection device and
debris from the aircraft from interacting with the parachute
related components.
during deployment.
3.1.10 parachute deployment, n—process of parachute sys-
5.12 Materials and workmanship and fabrication methods
tem activation, extraction/ejection, inflation, and descent.
shall comply with requirements of Specification F3114.
3.1.11 parachute system, n—includes the parachute
6. Parachute System Design Requirements
assembly, extraction/ejection device, activation system, de-
ployment device, aircraft attachment harness, parachute con- 6.1 Strength Requirements:
6.1.1 Strength requirements shall comply with requirements
tainer and other supporting components.
of Specification F3114, and 6.2, ParachuteTest Method, of this
4. Significance and Use
specification.
4.1 This specification provides one means for substantiating
6.1.2 Unless otherwise provided, an ultimate load factor of
the design of an Airplane Emergency Parachute Recovery safety shall comply with requirements of Specification F3114.
System. This specification satisfies the structural and system 6.1.3 System evaluation shall be by analysis or testing, or
requirements for Normal Category Aeroplanes. Annex A1 both, and comply with requirements of Specification F3114.
correlates the paragraphs of this specification with FAA
6.2 Parachute Test Method—Aminimumofthreesuccessful
14 CFR Part 23, amendment 64, or later, and EASA CS-23,
drop tests of the parachute assembly shall be conducted under
amendment 5, or later, rules.
ultimate load conditions to demonstrate the parachute’s
strength.Anew parachute assembly shall be used for each test.
5. Parachute System Performance Requirements
The weight of the parachute assembly is included in the test
5.1 The system shall not adversely affect aircraft perfor-
weight. Data shall be acquired for each test and shall include
mance during normal operations.
recordings of inflation loads, altitude and rate of descent as a
function of time.
Available from Federal Aviation Administration (FAA), 800 Independence
6.2.1 For a successful drop test the parachute system shall
Ave., SW, Washington, DC 20591, http://www.faa.gov.
be able to support the ultimate loads demonstrated during the
Available from European Union Aviation Safety Agency (EASA),
KonradAdenauer-Ufer 3, D-50668 Cologne, Germany, https://www.easa.europa.eu. drop test. No deformations or damage may occur that prevent
F3408/F3408M − 21
the system from functioning as intended. The parachute shall 6.4.3 The deployment loads shall not damage the airframe
maintain a descent rate at or below its designed rate of descent structure in a manner that would obstruct deployment.
for a given weight and altitude. If there is any failure or 6.4.4 The deployment system shall be designed to stage the
anomaly of a specific parachute design, that design shall be deployment sequence in an orderly manner to reduce the
re-evaluated. chances of entanglements or similar malfunctions.
6.2.2 Parachute Strength Test Method—The following test
6.5 Parachute Attachment to the Airframe—The parachute
parameters shall be applied to drop tests for parachute strength
assembly shall be attached to the primary structure of the
substantiation. The drop test vehicle does not have to be an
airframe with an airframe attachment harness that may be
actual airframe. A minimum ultimate load safety factor of 1.5
composed of a single harness section or a series of harness
as a function of kinetic energy is achieved by conducting the
sections. The parachute attachment to the airframe shall
parachute strength test as follows:
comply with the following conditions:
Min. Test Weight = 1.15 × Aircraft Maximum Gross Takeoff Weight
6.5.1 Structural substantiation shall be conducted by test or
Min. Test Speed = 1.15 × Aircraft Maximum Intended Parachute
analysis supported by test.
Deployment Speed (Vpd)
A A 2 2
6.5.2 Parachute deployments induce unique load distribu-
Safety Factor = (Weight SF ) × (Speed SF ) = (1.15) × (1.15) = 1.52
(This meets the minimum 1.5 safety factor)
tions to the airframe, largely due to geometric locations of the
harness attachment points. The airframe attachment points and
A
Note that other combinations of weight and speed safety factors may be selected
airframe attachment harness shall support the ultimate para-
provided the minimum combined kinetic energy safety factor of 1.5 is
demonstrated.
chute inflation load measured in the parachute strength test
described in 6.2.3. No deformations or damage may occur that
6.2.3 Ultimate Parachute Opening Loads—The maximum
prevents the system from functioning as intended. In addition,
parachute opening force measured in the three tests will be the
a survivable volume shall be maintained.
ultimate parachute opening load to be used in structural tests
6.5.3 The harness system and attach points shall be config-
and analysis of the airframe, and the attachment harnesses and
ured in a manner that presents the aircraft in a descent and
hardware.
touchdown attitude that maximizes the ability of the airframe
6.2.4 Rate of Descent—Rate of descent data shall be cor-
structure to absorb the anticipated landing loads and minimizes
rected for the variation in test vehicle weight to determine the
the probability of serious injury to the occupants.
rate of descent at the gross weight of the specific aircraft.
6.5.4 The airframe attachment harness shall be routed from
Descentratedatashallbecorrectedto1500m[5000ft]density
the installed parachute to the airframe attachment points and
altitude and standard temperature.
secured in a manner that will prevent it from impacting normal
6.3 Activation System—The recovery system shall be de-
flight operations.
signed for activation by the pilot/copilot without difficulty by a
6.5.5 It shall also be shown that all harnesses will be
10th percentile female to a 90th percentile male. The installa-
sufficiently stripped free after activation of the parachute
tion of the activation system in the airframe shall comply with
systemwithlessthan1Gofcombinedforcetoensureadequate
the following conditions:
functioning of the system.
6.3.1 The routing of the activation system shall not create
6.5.6 The airframe attachment harness design shall mini-
friction points or other interruptions that may prevent the
mize the potential for conflict with the propeller or engine. If
occupant from activating the system.
conflict with the propeller or engine is unavoidable by instal-
6.3.2 The activating system shall be secured along its path
lation design or operator instructions such as shutting down the
such that it will not change during the normal operating life of
engine, the airframe attachment harness shall be manufactured
the parachute system.
from materials that yield a reasonable likelihood of surviving a
6.3.3 If dual activating handles are used, they shall be of a
conflict.
design that allows activation with one handle, even if the other
6.6 Occupant Protection—It shall be demonstrated by test,
handle is inoperable.
or analysis supported by test, that parachute deployment and
6.3.4 It shall be shown that activating the system can only
parachute landing will not result in serious injury to the
be accomplished in a manner that makes inadvertent deploy-
occupants when properly restrained. Appendix X1 provides
ment extremely improbable.
accepted injury criteria for emergency conditions.
6.3.5 Some means to safety the activation system shall be
6.6.1 Occupant Restraint—Eachseatinanairframewiththe
implemented when the aircraft is not in service.
emergency parachute system shall be equipped with a restraint
6.4 Deployment System—The deployment system shall be system that will adequately protect the occupants from head
demonstrated by test, or analysis supported by test, to comply
and upper torso injuries during parachute deployment and
with the following conditions: touchdown.
6.4.1 If a parachute container cover is used to protect the 6.6.2 Deployment Conditions—The occupants shall be pro-
parachute system, it shall be removed without damaging the tected from serious injury during the parachute deployment.
parachute or restricting its path upon egress. 6.6.3 Touchdown Conditions—The occupants shall be pro-
6.4.2 While it is recognized that the aircraft configuration tectedfromseriousinjuryduringtouchdownwhensubjectedto
and attitude is unpredictable in an emergency, the system shall the inertial loads of a parachute landing at the design rate of
be designed to allow the parachute to clear any potential descent (from 6.2.4) onto a hard surface, such as pavement or
obstacles on the airframe upon deployment. soil.
F3408/F3408M − 21
6.6.4 Post-Touchdown Condition—Compliancewiththefol- 9.2.2 Label Size and Color—All placards or labels shall
lowing requirements shall be shown for occupant protection in follow the coloration methods described below.The three sizes
a post touchdown environment, including roll-over. of placards or labels will address different locations for
6.6.4.1 Itshallbeshownthattheoccupantswillbeprotected installation.
from serious injury after touchdown under various adverse 9.2.2.1 Danger Placard—Danger placards or labels shall be
weather conditions, including 15 knot winds. printed with a red bord
...

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: F3408/F3408M − 20 F3408/F3408M − 21
Standard Specification for
Aircraft Emergency Parachute Recovery Systems
This standard is issued under the fixed designation F3408/F3408M; 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 of emergency parachute recovery systems for aircraft.
Airframe emergency parachute systems addressed in this specification refer to parachute systems designed, manufactured, and
installed to recover the airframe and its occupants at a survivable rate of descent. This specification is not applicable to deepstall
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 specification 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. The material was developed through open consensus of international experts in general aviation. This
information was created by focusing on Level 1, 2, 3, and 4 Normal Category aeroplanes. The content may be more broadly
applicable; it is the responsibility of the Applicant to substantiate broader applicability as a specific means of compliance. The
topics covered within this document are: strength requirements, parachute test method, activation system, deployment system,
parachute attachment to the airframe, occupant protection, and system verification.
1.2 An applicant intending to propose this information as Means of Compliance for a design approval must seek guidance from
their respective oversight authority (for example, published guidance from applicable CAAs) concerning the acceptable use and
application thereof. For information on which oversight authorities have accepted this specification (in whole or in part) as an
acceptable Means of Compliance to their regulatory requirements (hereinafter the Rules), refer to the ASTM Committee F44 web
page (www.astm.org/COMMITTEE/F44.htm). Annex A1 maps the Means of Compliance of this ASTM specification to EASA
CS-23, amendment 5, or later, and FAA 14 CFR Part 23, amendment 64, or later, rules applicable to the Aircraft Emergency
Parachute Recovery Systems installation.
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 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 lifesaving function of these airframe emergency parachute systems. They are designed
to be a safety device and to be used at the discretion of the pilot when deemed to provide the best chance of survivability.
1.4 Units—This document may present information in either SI units, English Engineering units, or both; the values stated in each
system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used
independently of the other, and values from the two systems shall not be combined.
1.5 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, health, and environmental practices and determine the applicability of
regulatory limitations prior to use.
This specification is under the jurisdiction of ASTM Committee F44 on General Aviation Aircraft and is the direct responsibility of Subcommittee F44.30 on Structures.
Current edition approved Feb. 1, 2020Aug. 1, 2021. Published February 2020August 2021. Originally approved in 2020. Last previous edition approved in 2020 as
F3408/F3408M-20. DOI: 10.1520/F3408_F3408M–20.10.1520/F3408_F3408M-21.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3408/F3408M − 21
1.6 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.
2. Referenced Documents
2.1 ASTM Standards:
F3060 Terminology for Aircraft
F3083/F3083M Specification for Emergency Conditions, Occupant Safety and Accommodations
F3114 Specification for Structures
2.2 Other Standards:
FAA PART 14 CFR Part 23-Amdt 64 A Performance-Based Approach to Type Certification of Small Airplanes
EASA CS-23 / Amendment 5 Certification Specifications for Normal-Category Aeroplanes
3. Terminology
3.1 Definitions of Terms Specific to This Standard:
3.1.1 activation system, n—the system to mechanically or electrically activate the extraction/ejection device.
3.1.2 aircraft attachment harness, n—interface between the parachute riser(s) and the airframe structural attachment.
3.1.3 deployment device, n—may include a deployment bag, or sleeve, or any device to contain the packed parachute and stage
its deployment in an orderly sequence.
3.1.4 deployment system, n—includes the extraction/ejection device, deployment device and any other components that assist in
the parachute deployment.
3.1.5 drop test, n—a structural test of a parachute assembly using an unmanned test vehicle released from a test aircraft in flight.
3.1.6 extraction/ejection device, n—may include rocket motor, mortar, explosive projectile, spring, or other stored energy device.
3.1.7 line stretch, n—when all components of the parachute assembly are pulled taut prior to inflation.
3.1.8 parachute assembly, n—includes the canopy, or reinforced fabric portion, suspension lines, riser(s), connector links, and
reefing systems or devices.
3.1.9 parachute container, n—structure to house and protect the packed parachute assembly, extraction/ejection device and related
components.
3.1.10 parachute deployment, n—process of parachute system activation, extraction/ejection, inflation, and descent.
3.1.11 parachute system, n—includes the parachute assembly, extraction/ejection device, activation system, deployment device,
aircraft attachment harness, parachute container and other supporting components.
4. Significance and Use
4.1 This specification provides one means for substantiating the design of an Airplane Emergency Parachute Recovery System.
This specification satisfies the structural and system requirements for Normal Category Aeroplanes. Table 1Annex A1 correlates
the paragraphs of this specification with FAA and EASA 14 CFR Part 23, amendment 64, or later, and EASA CS-23, amendment
5, or later, rules.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM Standards
volume information, refer to the standards Document Summary page on the ASTM website.
Available from Federal Aviation Administration (FAA), 800 Independence Ave., SW, Washington, DC 20591, http://www.faa.gov.
Available from European Union Aviation Safety Agency (EASA), KonradAdenauer-Ufer 3, D-50668 Cologne, Germany, https://www.easa.europa.eu.
F3408/F3408M − 21
5. Parachute System Performance Requirements
5.1 The system shall not adversely affect aircraft performance during normal operations.
5.2 The deployment system shall extract/eject the parachute assembly to full line stretch without obstructions.
5.3 The parachute assembly, parachute attachment harnesses, parachute airframe attachment structure and all related components
shall sustain design ultimate load conditions throughout deployment and descent.
5.4 The parachute deployment shall not result in aircraft dynamics that could seriously injure the occupants when properly
restrained.
5.5 The design rate of descent shall provide touchdown and post-touchdown conditions that protect the occupants from serious
injury.
5.6 All components of the parachute recovery system shall be protected against deterioration or loss of strength in service because
of normal operations, weathering, corrosion, abrasion, temperature, vibration, and aging.
5.7 The system shall be evaluated for operations in temperature conditions of –40 °C to 60 °C [–40 °F to 140 °F] as a minimum.
5.8 The installation design and location of the extraction/ejection device shall consider fire hazards associated with the activation
of the parachute system and reduce this fire hazard potential without compromising system function.
5.9 Adequate provisions shall be made to prevent contamination of the system compartments and associated structure to ensure
the sound condition of the system.
5.10 The hardware used to install the parachute system shall not become loosened or detached because of normal operations.
5.11 The system shall be configured to prevent potential debris from the aircraft from interacting with the parachute during
deployment.
5.12 Materials and workmanship and fabrication methods shall comply with requirements of Specification F3114.
6. Parachute System Design Requirements
6.1 Strength Requirements:
6.1.1 Strength requirements shall comply with requirements of Specification F3114, and 6.2, Parachute Test Method, of this
specification.
6.1.2 Unless otherwise provided, an ultimate load factor of safety shall comply with requirements of Specification F3114.
6.1.3 System evaluation shall be by analysis or testing, or both, and comply with requirements of Specification F3114.
6.2 Parachute Test Method—A minimum of three successful drop tests of the parachute assembly shall be conducted under
ultimate load conditions to demonstrate the parachute’s strength. A new parachute assembly shall be used for each test. The weight
of the parachute assembly is included in the test weight. Data shall be acquired for each test and shall include recordings of inflation
loads, altitude and rate of descent as a function of time.
6.2.1 For a successful drop test the parachute system shall be able to support the ultimate loads demonstrated during the drop test.
No deformations or damage may occur that prevent the system from functioning as intended. The parachute shall maintain a
descent rate at or below its designed rate of descent for a given weight and altitude. If there is any failure or anomaly of a specific
parachute design, that design shall be re-evaluated.
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6.2.2 Parachute Strength Test Method—The following test parameters shall be applied to drop tests for parachute strength
substantiation. The drop test vehicle does not have to be an actual airframe. A minimum ultimate load safety factor of 1.5 as a
function of kinetic energy is achieved by conducting the parachute strength test as follows:
Min. Test Weight = 1.15 × Aircraft Maximum Gross Takeoff Weight
Min. Test Speed = 1.15 × Aircraft Maximum Intended Parachute Deployment Speed (Vpd)
A A 2 2
Safety Factor = (Weight SF ) × (Speed SF ) = (1.15) × (1.15) = 1.52 (This meets the minimum 1.5 safety factor)
A
Note that other combinations of weight and speed safety factors may be selected provided the minimum combined kinetic energy safety factor of 1.5 is demonstrated.
6.2.3 Ultimate Parachute Opening Loads—The maximum parachute opening force measured in the three tests will be the ultimate
parachute opening load to be used in structural tests and analysis of the airframe, and the attachment harnesses and hardware.
6.2.4 Rate of Descent—Rate of descent data shall 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 shall be corrected to 1500 m [5000 ft] density altitude and
standard temperature.
6.3 Activation System—The recovery system shall be designed for activation by the pilot/copilot without difficulty by a 10th
percentile female to a 90th percentile male. The installation of the activation system in the airframe shall comply with the following
conditions:
6.3.1 The routing of the activation system shall not create friction points or other interruptions that may prevent the occupant from
activating the system.
6.3.2 The activating system shall be secured along its path such that it will not change during the normal operating life of the
parachute system.
6.3.3 If dual activating handles are used, they shall be of a design that allows activation with one handle, even if the other handle
is inoperable.
6.3.4 It shall be shown that activating the system can only be accomplished in a manner that makes inadvertent deployment
extremely improbable.
6.3.5 Some means to safety the activation system shall be implemented when the aircraft is not in service.
6.4 Deployment System—The deployment system shall be demonstrated by test, or analysis supported by test, to comply with the
following conditions:
6.4.1 If a parachute container cover is used to protect the parachute system, it shall be removed without damaging the parachute
or restricting its path upon egress.
6.4.2 While it is recognized that the aircraft configuration and attitude is unpredictable in an emergency, the system shall be
designed to allow the parachute to clear any potential obstacles on the airframe upon deployment.
6.4.3 The deployment loads shall not damage the airframe structure in a manner that would obstruct deployment.
6.4.4 The deployment system shall be designed to stage the deployment sequence in an orderly manner to reduce the chances of
entanglements or similar malfunctions.
6.5 Parachute Attachment to the Airframe—The parachute assembly shall 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 parachute
attachment to the airframe shall comply with the following conditions:
6.5.1 Structural substantiation shall be conducted by test or analysis supported by test.
6.5.2 Parachute deployments induce unique load distributions to the airframe, largely due to geometric locations of the harness
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attachment points. The airframe attachment points and airframe attachment harness shall support the ultimate parachute inflation
load measured in the parachute strength test described in 6.2.3. No deformations or damage may occur that prevents the system
from functioning as intended. In addition, a survivable volume shall be maintained.
6.5.3 The harness system and attach points shall be configured in a manner that presents the aircraft in a descent and touchdown
attitude that maximizes the ability of the airframe structure to absorb the anticipated landing loads and minimizes the probability
of serious injury to the occupants.
6.5.4 The airframe attachment harness shall 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.
6.5.5 It shall also be shown that all harnesses will be sufficiently stripped free after activation of the parachute system with less
than 1 G of combined force to ensure adequate functioning of the system.
6.5.6 The airframe attachment harness design shall minimize the potential for conflict with the propeller or engine. If conflict with
the propeller or engine is unavoidable by installation design or operator instructions such as shutting down the engine, the airframe
attachment harness shall be manufactured from materials that yield a reasonable likelihood of surviving a conflict.
6.6 Occupant Protection—It shall be demonstrated by test, or analysis supported by test, that parachute deployment and parachute
landing will not result in serious injury to the occupants when properly restrained. Appendix X1 provides accepted injury criteria
for emergency conditions.
6.6.1 Occupant Restraint—Each seat in an airframe with the emergency parachute system shall be equipped with a restraint system
that will adequately protect the occupants from head and upper torso injuries during parachute deployment and touchdown.
6.6.2 Deployment Conditions—The occupants shall be protected from serious injury during the parachute deployment.
6.6.3 Touchdown Conditions—The occupants shall be protected from serious injury during touchdown when subjected to the
inertial loads of a parachute landing at the design rate of descent (from 6.2.4) onto a hard surface, such as pavement or soil.
6.6.4 Post-Touchdown Condition—Compliance with the following requirements shall be shown for occupant protection in a post
touchdown environment, including roll-over.
6.6.4.1 It shall be shown that the occupants will be protected from serious injury after touchdown under various adverse weather
conditions, including 15 knot winds.
6.6.4.2 Procedures for emergency egress shall comply with Specification F3083/F3083M. If required, emergency egress
equipment shall be provided.
6.7 System Verification—The system shall be shown, by in-flight test or analysis supported by test, to satisfactorily perform its
intended function, within the specified operational envelope, without exceeding the parachute extraction and deployment design
loads.
7. Inspection and Maintenance
7.1 Instructions for continued airworthiness shall be provided for the parachute system. This document shall define life limited
components and state the service cycles for relevant components of the system, including but not limited to:
7.1.1 Parachute canopy inspection, repacking and replacement intervals;
7.1.2 Extraction device inspection and refueling or replacement;
7.1.3 Field maintenance checks; and
7.1.4 Any other maintenance instructions.
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7.2 Maintenance instructions shall demand the parachute system to be marked “Inoperative” in case instructions for continued
airworthiness are not followed.
NOT
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