At 19:29 10 September 2018, wrote:
Andor, I am curious about how far the Antares crashworthiness figures
excee=
d current CS 22?

For reference CS 22 Amendment 1 requirements a

(b) The structure must be designed to give each occupant every reasonable
c=
hance of escaping serious injury in a crash landing when proper use is
made=
of belts and harnesses provided for in the design, in the following
condit=
ions:

(1) The occupant experiences, separately, ultimate inertia forces
correspon=
ding to the accelerations shown in the following:

Upward - 7=C2=B75 g
Forward - 15=C2=B70 g
Sideward - 6=C2=B70 g
Downward - 9=C2=B70 g

(2) An ultimate load of 6 9 times the weight of the sailplane acting
rearwa=
rds
and upwards at an angle of 45=C2=B0 to the longitudinal axis of the
sailpla=
ne and sideward at an angle of 5=C2=B0 acts on the forward portion of the
f=
uselage at the foremost point(s) suitable for the application of such a
loa=
d a suitable point not behind the pedals.

Writing from home, I do not have hard numbers at hand, but I believe the
cockpit is designed for approximately 34 g forward.
Beyond this point, you are likely not to survive the shock even if the
cockpit holds.

We had one cockpit that saw in excess of 27 g in real life. however, the
load-case did not conform to CS22.

Luckily, the Antares passive safety has so far prevented a real test of
ultimate active safety / survivability from having to take place (touching
wood).

One thing that is worth to mention is that getting the gear out can
significantly improve your chances if things get iffy. Those few
centimeters of added deceleration can do wonders for reducing peak vertical
g-forces.
Ripping out the gear backwards can also dissipate a lot of energy.

Again Posting as a private person with a passion for flight.