Burton R R
Armstrong Laboratory, Brooks Air Force Base, Texas 78235-5118, USA.
Physiologist. 1993 Feb;36(1 Suppl):S94-7.
This article is a contribution to the workshop on "Operational Requirements in the Prevention of G-Induced Loss of Consciousness (G-LOC) in High Performance Aircraft"; it focuses on the "operational" side of the requirements to prevent G-LOC. There are two types of requirements for prevention of G-LOC; a) pre-G-LOC detection devices that monitor physiologic changes of the pilot before G-LOC occurs, and b) the more generic personal G protection systems that increase G tolerance. Recently there have been major advances in G-protection research and development (R&D) systems (soon to become operational) that significantly improve G-level and G-duration tolerances. We do not know the extent of the impact of these new systems on G-LOC, but it could be substantial. These near-term operational anti-G systems are: 1. Positive pressure breathing (PPB) systems assisted by chest counterpressure that are activated by an increase in G levels; i.e., the higher G level, the greater the pressures applied to the aircrew member (Morgan et al., 1992). This PPB system is known as PBG. PBG has been flight tested with the standard operational anti-G suit. This test program known as Combat Edge significantly reduces pilot fatigue and extends G-duration tolerance. In limited operational testing of F-16 and F-15 aircraft, PBG has received substantial pilot acceptance. 2. An improved anti-G suit that provides uniform pressure of the lower body that includes the operational anti-G suit abdominal bladder. This new anti-G suit concept increases both G-level and G-duration tolerances (Krutz et al., 1990; Morgan et al., 1992). Flight tested as the Advanced Tactical Anti-G Suit (ATAGS), it is comfortable and preferred by pilots over the standard operational anti-G suit. 3. The combination of Combat Edge and ATAGS, the most advanced anti-G system in the final stages of development (Morgan et al., 1992). This anti-G equipment has been tested in the laboratory on the centrifuge. Experimental subjects are able to tolerate 8 to 9G "relaxed" or with a minimal anti-G straining maneuver (AGSM) (Morgan, 1992). Accleration scientists believe that once these systems become operational on high performance aircraft that the incidence of G-LOC will be significantly reduced, particularly G-LOC associated with fatigue.
本文是对“高性能飞机预防G诱发意识丧失（G-LOC）的运行要求”研讨会的一份贡献；它聚焦于预防G-LOC要求中的“运行”方面。预防G-LOC有两类要求：a）在G-LOC发生前监测飞行员生理变化的G-LOC前检测装置，以及b）提高G耐力的更通用的个人G防护系统。最近，G防护研发（R&D）系统取得了重大进展（即将投入使用），这些进展显著提高了G值和G持续时间的耐受性。我们尚不清楚这些新系统对G-LOC的影响程度，但可能很大。这些近期投入运行的抗G系统包括：1. 由胸部对抗压力辅助的正压呼吸（PPB）系统，该系统由G值增加激活；即G值越高，施加给机组人员的压力越大（摩根等人，1992年）。这种PPB系统被称为PBG。PBG已与标准运行抗G服一起进行了飞行测试。这个名为“战斗边缘”的测试项目显著减轻了飞行员疲劳并延长了G持续时间耐受性。在F-16和F-15飞机的有限运行测试中，PBG得到了飞行员的广泛认可。2. 一种改进的抗G服，能提供包括运行抗G服腹部气囊在内的下体均匀压力。这种新的抗G服概念提高了G值和G持续时间的耐受性（克鲁茨等人，1990年；摩根等人，1992年）。作为先进战术抗G服（ATAGS）进行了飞行测试，它比标准运行抗G服更舒适，也更受飞行员青睐。3. “战斗边缘”和ATAGS的组合，这是处于研发最后阶段的最先进抗G系统（摩根等人，1992年）。这种抗G设备已在实验室离心机上进行了测试。实验对象能够在“放松”状态下或通过最小的抗G应变动作（AGSM）耐受8至9G（摩根，1992年）。加速度科学家认为，一旦这些系统在高性能飞机上投入使用，G-LOC的发生率将显著降低，尤其是与疲劳相关的G-LOC。
