en ve ltf testleri

[ASİ]

arkadaşlar en testi konusunda kafama takılan birkaç soru var. şimdi yp üreticilerinin birçoğu yeni ürettiği kanatlara sertifika alırken ltf (eski dhv) yerine en testlerini tercih etmeye başladılar. ancak karşılaştırdığım kadarıyla ltf testerinde birçok özelliği 1-2 şeklinde belirtilen bir kanadın en testlerinin çoğu a sadece birkaçı b şeklinde gösteriliyor. acaba ltf testi kanadın gerçek güvenlik karekteri düşünüldüğünde daha mı gerçekçi. en testi kanadı olduğundan daha mı uysal gösteriyor?

umarım istediğimi anlatabilmişimdir. bilgili arkadaşlardan cevap bekliyorum.

[ASİ]

örneğin swing mistral 5'in en ve dhv destlerine baktığımızda. kanadı sadece en testiyle değerlendirdiğimiz zaman son derece uysal bir izlenim veriyorkan. dhv testiyle değerlendirdiğimizde daha agresif bir yapıda olduğu ortaya çıkıyor


DHV Testreport EN926-2:2005 SWING MISTRAL 5.26


Type designation SWING MISTRAL5 26
Type test reference no DHV GS-01-1750-08
Holder of certification Swing Flugsportgeräte GmbH
Manufacturer Swing Flugsportgeräte GmbH
Classification B
Winch towing Yes
Number of seats min / max 1 / 1
Accelerator Yes
Trimmers No




Behaviour at min weight in flight (85kg) Behaviour at max weight in flight (110kg)
Inflation/take-off A A
Rising behaviour Smooth, easy and constant rising Smooth, easy and constant rising
Special take off technique required No No

Landing A A
Special landing technique required No No

Speeds in straight flight A A
Trim speed more than 30 km/h Yes Yes
Speed range using the controls larger than 10 km/h Yes Yes
Minimum speed Less than 25 km/h Less than 25 km/h

Control movement A A
Symmetric control pressure Increasing Increasing
Symmetric control travel Greater than 60 cm Greater than 65 cm

Pitch stability exiting accelerated flight A A
Dive forward angle on exit Dive forward less than 30° Dive forward less than 30°
Collapse occurs No No

Pitch stability operating controls during accelerated flight A A
Collapse occurs No No

Roll stability and damping A A
Oscillations Reducing Reducing

Stability in gentle spirals A A
Tendency to return to straight flight Spontaneous exit Spontaneous exit

Behaviour in a steeply banked turn A A
Sink rate after two turns 12 m/s to 14 m/s 12 m/s to 14 m/s

Symmetric front collapse B B
Entry Rocking back less than 45° Rocking back less than 45°
Recovery Spontaneous in 3 s to 5 s Spontaneous in 3 s to 5 s
Dive forward angle on exit Dive forward 0° to 30° Dive forward 0° to 30°
Change of course Keeping course Keeping course
Cascade occurs No No

Symmetric front collapse in accelerated flight B B
Entry Rocking back less than 45° Rocking back less than 45°
Recovery Spontaneous in 3 s to 5 s Spontaneous in 3 s to 5 s
Dive forward angle on exit Dive forward 0° to 30° Dive forward 0° to 30°
Change of course Keeping course Keeping course
Cascade occurs No No

Exiting deep stall (parachutal stall) A A
Deep stall achieved Yes Yes
Recovery Spontaneous in less than 3 s Spontaneous in less than 3 s
Dive forward angle on exit Dive forward 0° to 30° Dive forward 0° to 30°
Change of course Changing course less than 45° Changing course less than 45°
Cascade occurs No No

High angle of attack recovery A A
Recovery Spontaneous in less than 3 s Spontaneous in less than 3 s
Cascade occurs No No

Recovery from a developed full stall B B
Dive forward angle on exit Dive forward 30° to 60° Dive forward 30° to 60°
Collapse No collapse No collapse
Cascade occurs (other than collapses) No No
Rocking back Less than 45° Less than 45°
Line tension Most lines tight Most lines tight

Asymmetric collapse 45-50% A A
Change of course until re-inflation Less than 90° Less than 90°
Maximum dive forward or roll angle Dive or roll angle 15° to 45° Dive or roll angle 15° to 45°
Re-inflation behaviour Spontaneous re-inflation Spontaneous re-inflation
Total change of course Less than 360° Less than 360°
Collapse on the opposite side occurs No No
Twist occurs No No
Cascade occurs No No

Asymmetric collapse 70-75% B B
Change of course until re-inflation 90° to 180° 90° to 180°
Maximum dive forward or roll angle Dive or roll angle 15° to 45° Dive or roll angle 15° to 45°
Re-inflation behaviour Spontaneous re-inflation Spontaneous re-inflation
Total change of course Less than 360° Less than 360°
Collapse on the opposite side occurs No No
Twist occurs No No
Cascade occurs No No

Asymmetric collapse 45-50% in accelerated flight A A
Change of course until re-inflation Less than 90° Less than 90°
Maximum dive forward or roll angle Dive or roll angle 15° to 45° Dive or roll angle 15° to 45°
Re-inflation behaviour Spontaneous re-inflation Spontaneous re-inflation
Total change of course Less than 360° Less than 360°
Collapse on the opposite side occurs No No
Twist occurs No No
Cascade occurs No No

Asymmetric collapse 70-75% in accelerated flight B B
Change of course until re-inflation 90° to 180° 90° to 180°
Maximum dive forward or roll angle Dive or roll angle 15° to 45° Dive or roll angle 15° to 45°
Re-inflation behaviour Spontaneous re-inflation Spontaneous re-inflation
Total change of course Less than 360° Less than 360°
Collapse on the opposite side occurs No No
Twist occurs No No
Cascade occurs No No

Directional control with a maintained asymmetric collapse A A
Able to keep course Yes Yes
180° turn away from the collapsed side possible in 10 s Yes Yes
Amount of control range between turn and stall or spin More than 50 % of the symmetric control travel More than 50 % of the symmetric control travel

Trim speed spin tendency A A
Spin occurs No No

Low speed spin tendency A A
Spin occurs No No

Recovery from a developed spin A A
Spin rotation angle after release Stops spinning in less than 90° Stops spinning in less than 90°
Cascade occurs No No

B-line stall A A
Change of course before release Changing course less than 45° Changing course less than 45°
Behaviour before release Remains stable with straight span Remains stable with straight span
Recovery Spontaneous in less than 3 s Spontaneous in less than 3 s
Dive forward angle on exit Dive forward 0° to 30° Dive forward 0° to 30°
Cascade occurs No No

Big ears A A
Entry procedure Dedicated controls Dedicated controls
Behaviour during big ears Stable flight Stable flight
Recovery Spontaneous in less than 3 s Spontaneous in less than 3 s
Dive forward angle on exit Dive forward 0° to 30° Dive forward 0° to 30°

Big ears in accelerated flight A A
Entry procedure Dedicated controls Dedicated controls
Behaviour during big ears Stable flight Stable flight
Recovery Spontaneous in less than 3 s Spontaneous in less than 3 s
Dive forward angle on exit Dive forward 0° to 30° Dive forward 0° to 30°
Behaviour immediately after releasing the accelerator while maintaining big ears Stable flight Stable flight

Behaviour exiting a steep spiral A A
Tendency to return to straight flight Spontaneous exit Spontaneous exit
Turn angle to recover normal flight Less than 720°, spontaneous recovery Less than 720°, spontaneous recovery
Sink rate when evaluating spiral stability [m/s] 14 14

Alternative means of directional control A A
180° turn achievable in 20 s Yes Yes
Stall or spin occurs No No

Any other flight procedure and/or configuration described in the user's manual
No other flight procedure or configuration described in the user's manual


















(19 may 2008 18:26)




DHV Test report LTF 2003 SWING MISTRAL 5.24


Type designation SWING MISTRAL5 24
Type test reference no DHV GS-01-1749-08
Holder of certification Swing Flugsportgeräte GmbH
Manufacturer Swing Flugsportgeräte GmbH
Classification 1-2 GH
Winch towing Yes
Number of seats min / max 1 / 1
Accelerator Yes
Trimmers No




Behaviour at min weight in flight (75kg) Behaviour at max weight in flight (100kg)
Take off 1-2 1-2
Inflation evenly, immediately evenly, immediately
Rising behaviour comes over pilot delayed comes over pilot delayed
Take off speed average average
Take off handling average average

Straight flight 1-2 1-2
Roll damping average average

Turn handling 1-2 1-2
Spin tendency slight slight
Control travel average average
Agility average average

Symmetric stall 1-2 1-2
Deep-stall limit average 60 cm - 75 cm average 60 cm - 75 cm
Full stall limit average 65 cm - 80 cm average 65 cm - 80 cm
Increase in steering power high average

Front collapse 1-2 1-2
Pre-acceleration average slight
Opening behaviour spontaneous, delayed spontaneous, delayed

Asymmetric collapse 1-2 1-2
Turn tendency 90 - 180 degrees 90 - 180 degrees
Change of course 90 - 180 degrees 180 - 360 degrees
Rate of turn average average
with deceleration with deceleration
Max. roll/pitch angle less than 45 degrees less than 45 degrees
Loss of altitude average average
Stabilization spontaneous spontaneous
Opening behaviour spontaneous spontaneous

Countersteering an asymmetric collapse 1-2 1-2
Stabilization countersteering easy countersteering easy
Control travel average average
Control pressure increase high average
Turn in opposite direction easy, no tendency to stall easy, no tendency to stall
Opening behaviour spontaneous, delayed spontaneous, delayed

Full stall, symm. exit 1-2 1-2
Spin out of straight flight 1 1-2
Spin out of turn 1-2 1-2
Spiral dive 1-2 1-2
Entry average easy
Spin tendency slight slight
Exit turn continues through < 180 degrees turn continues through 180 - 360 degrees
Sink rate after 720 °[m/s] 9 m/s 11 m/s

B-line stall 1 1
Entry easy easy
Exit spontaneous spontaneous

Big ears 1 1
Entry easy easy
Recovery spontaneous, quickly spontaneous, quickly

Landing 1-2 1-2
Landing behaviour average average

Front collapse (accelerated) 1-2 1-2
Pre-acceleration average slight
Opening behaviour spontaneous, delayed spontaneous, delayed

Asymmetric collapse (accelerated) 1-2 1-2
Turn tendency 90 - 180 degrees 90 - 180 degrees
Change of course 90 - 180 degrees 180 - 360 degrees
Rate of turn average average
with deceleration
Max. roll/pitch angle less than 45 degrees less than 45 degrees
Loss of altitude average average
Stabilization spontaneous spontaneous
Opening behaviour spontaneous spontaneous

Big ears accelerated 1 1
Entry easy easy
Recovery spontaneous, quickly spontaneous, quickly



















(16 mar 2008 11:15)

[takyonxxx]

PMA – Paragliding Manufacturers Assocation.
DHV – German Hangliding and Paragliding Assocation.
CEN – European Committee for Standardization
AFNOR – French Institute for Standardization
FFVL – French Hang Gliding and Paragliding Association
SHV-FSVL – Swiss Hang Gliding & Paragliding Association / Swiss Free Flight Federation

Bildiğim kadarı ile,

DHV Kendini LTF ile yeniledi ve En de en yenilerden ve test detayları fazla değil.
Kendim adıma LTF ye güvenmeyi tercih ederim...
ek bilgiler:
ufak bir test videosu:
http://rs156.rapidshare.com/files/31239 ... 322258.wmv

DHV
Firstly DHV, which stands for Deutscher Hangegleiter Verband, based in Germany. You will see or hear references to this system everywhere, it has been the dominant system to date. A wing tested by DHV test pilots may be designated a DHV 1 paraglider (easy to fly, but without maximum performance), DHV 1-2, DHV 2, DHV 2-3 or DHV 3 (highest performing, but for experienced and current pilots only).
Of course, anything of inferior safety or design won't get rated at all! These classifications exist to ensure known levels of safety, handling and performance. As mentioned elsewhere on this site, a final selection of a paraglider should be done in consultation with the person or people who taught you to fly.

To determine whether a wing will be a DHV 1 paraglider or some higher rating, DHV pilots do a series of tests which put the canopy in unusual situations in the air. The paraglider's recovery is monitored closely, and anything deemed 'interesting' by the pilots is investigated even further before a full report is made.

It's not all about flying characteristics, load tests are also conducted. For example, how much strain can the lines handle when the canopy suddenly re-inflates after a collapse? And what condition is the cloth and its stitching likely to be in after prolonged use?

The DHV system is considered to be the most stringent, but at the same time a little more dependant on the opinions of the test pilots.





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CEN
CEN stands for Comité Européen de Normalisation, or in English, the European Committee for Standardization. The ratings themselves just use the letters EN, as in EN A or EN C. This relatively new rating system is an attempt to pull together the best aspects of the German DHV system and it's French counterpart, AFNOR. It has been some time coming. Mmm German and French... it was never going to get stitched up over the weekend was it... ;-) Actually, it involved a massive amount of 'red tape', with input from several European Hang Gliding and Paragliding Federations. In particular, France (FFVL), Italy (FIVL), Great Britain (BHPA), Germany (DHV) and Switzerland (SHV).
The CEN standard is more stringent than AFNOR in some respects, and a number of completely new tests have also been added. For example, some AFNOR Competition wings flying today would not pass CEN certification.

With the AFNOR tests there was an emphasis on the time taken for recovery from various situations in the air. In CEN, these measurements have been combined with DHV-like measures of the amount of surge or turn induced by those same situations. Another aspect of the DHV tests now included in the CEN tests is the amount of brake travel expected just before the paraglider stalls or spins.

The CEN system divides paragliders into 4 categories, A, B, C and D. So an EN A paraglider is roughly equivalent to a DHV 1 paraglider. At the other end of the scale, EN D class paragliders would only be flown by competition pilots, or pilots with equivalent flying currency and hours. 'Potentially violent reactions to turbulence and pilot errors' and other scary stuff! Interestingly, the 'B' category is defined as suitable for initial instruction, just like 'A'.

A couple of key dates. On 3 Feb 2005, the CEN committee finally agreed to the new test standard. And then... (trumpet flourish here, or maybe a drum roll) Alain Zoller of Air Turquoise decided to start using the new testing method, officially known as EN-926-2, in April 2006. Air Turquoise has previously done certification work for both DHV and SHV, hence was a suitably neutral body for doing EN tests.





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AFNOR
The AFNOR system was run by the French Standards Institute, and divided paragliders into Standard, Performance and Competition categories. Standard was the rough equivalent of a DHV 1 paraglider. However, Standard is a fairly wide category, and not all paragliders with this rating are suitable for learners.
There was a standard series of tests through which the paraglider under review was taken. Only tests relevant to the intended category were used, the final scores then determining whether the wing got certified. As with DHV, there were both static load tests and in-flight tests. In fact AFNOR used 17 flying tests in total. The AFNOR process was considered to be a less subjective one than the DHV system, since the tests were either passed or failed.

Knowing about AFNOR ratings is now only of interest to buyers of second-hand paragliders that have no other rating certification.





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ACPUL
ACPUL stands for Association des Constructeurs de Parapente Ultra Legers. This system was around for a long time, starting before there was any such thing as a DHV 1 paraglider. It is a manufacturers' association based in Europe which ran its own certification system before the AFNOR tests became widely used. That's all the info you will find about it on this page!




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FFVL
This is the French Hang Gliding and Paragliding Association, and I believe some paragliders are certified under this name.




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SHV
The Swiss Hang Gliding and Paragliding Association, sometimes referred to as the FSVL. I understand some paragliders have certification under this name, but it's not a large proportion.

[ASİ]

arkadaşlar cahilliğime verin yukarıda yazanları çevirebilecek okumuş bir arkadaş varmı (ben ilkokul 4 terkim )

[Champion]

Piyasada Alman tekelini önlemek adına artık DHV tesleri belirli bir standartı ifade ediyor. Yani belirli manevraları test eden bağımsız test merkezleride LTF onayı verebiliyorlar.
LTF DHV nin gelişmiş hali değil.
DHVin piyasa üzerindeki Alman hakimiyetini kaldırmak adına duzenlenmiş standartlara verilen isimdir. DHV ifadesi artık test anlamında kullanılmamaktadır.

Diye biliyorum...,

Semih SAYIR