The certification process is list of procedures that defines the behavior/safety of a glider under some human actions and its structural resistance.
These procedures are defined according to an EN norm defining:
– 926-1 for the resistance tests.
– 926-2 for the flying tests.
Germans do not follow the EN requirement (even though they stand in the EU) and have their certification process (LFT), which has very similar base to the EN standard.
These procedures are carried out on new wings.
The Norm describes how to perform the specific maneuvers and what class is given by the reaction of the wing.
We are talking angles of pitch, angles of rotation, control movement distances, recovery to normal flight timing, with or without input, Etc…
The glider is marked with some tape to define the angles and the depth of these induced collapses. These angles are precisely defined according to the text, but not to the shape/planform or the airfoil or other technical characteristics of the glider.
The brake range is defined by searching for the stall point, which allows setting up of some marks on the brake line to perform some of the maneuvers (1/4-1/2-3/4). These marks are only linked to the point of stall, not with the handling characteristic of the wing.
The seats used for the tests have strictly defined hang point height and carabineer width distances.
In no case, the air temperature or the air pressure are taken into account for the tests!
This norm procedures are defined by a group of people, mainly manufacturer, test centers, experts.
The tests are performed by test centers and paid by the manufacturer.
The Angle of pitch and rotation measurements and timing are appreciated by the test pilots (not by sensors), filmed from below.
To make it possible to happen, obvioulsly the air mass characteristics are not taken into account (pressure, temperature, and humidity).