![]() ![]() While in our current model, built on the basis of data from the sources published above, loss of consciousness occurs within 3-5 seconds at an acceleration of more than 6-7G.Īuthors of the study explain this difference by the presence of a certain “functional buffer” of the brain, which prolongs the activity of the brain for a few seconds after the arterial systolic pressure at the level of the eyes (brain) drops to zero under the influence of extremely high Gs. Foster argue that at high +Gz (that is, acting on the pilot in the "eyeballs down" direction), up to +11.7G, the subjects never lose consciousness earlier than 5 seconds after the start of acceleration, and on average statistically - only after 9 seconds after it. In particular, in their article Tip Whinnery and Estrella M. These statistics were collected from 1978 to 1992 at a number of US research centers (USAF School of Aerospace Medicine, Brooks AFB, Texas and the Naval Air Warfare Center, Warminster, Pennsylvania). ![]() Its authors, Typ Whinnery & Estrella M Forster, prove there the fallacy of the conclusions from the article of 1956, relying on much broader statistics: now they had already 888 cases of loss of consciousness by testees. However, recently we learned that in 2013 there was another article published on the BioMed Central portal in the Extreme Physiology & Medicine section: “The +Gz-induced loss of consciousness curve ”. It is compiled on the basis of the results of 40 experiments,13 of which ended in a loss of consciousness by attendants. This article provides a graph of time to loss of consciousness versus G-load. Stoll, "Human tolerance to positive G as determined by the physiological endpoints." ), published in The Journal of aviation medicine in 1956. This allowed us to take a fresh look at our physiology model and find ways to improve it.įor example, a year ago, in my work on a physiology model, I relied mainly on the well-known monograph of the Russian scientist, professor, doctor of technical sciences Boris Abramovich Rabinovich “Human safety during acceleration (biomechanical analysis)”, 2007, where while talking about the duration of the G-loads a human can sustain, he refers to the famous article by Anne M. Over the course of this year, thanks a lot to you, our community, we have collected a large amount of new data from the field of aviation medicine and human physiology under extreme stress conditions (I would like to express special thanks to comrade the materials he found). This means that we cannot leave this situation unattended and we need to think carefully about what can be improved in our model. Thus, it became clear to us that the community was divided in opinions approximately 52/48. In general, there were more players satisfied with the model on the Western forum, so I conducted a more detailed analysis of that thread and found that 63 out of 381 Western users who chose option 1 (“leave everything as it is”), nevertheless, in comments have written a number of requests for changes in the model. I had carefully read all your comments on the polls. And 40% of players would like us to make adjustments to this model. The poll results showed that 60% of players are quite happy with the current model (494 out of 821 unique users on both forums, excluding the extra 31 votes of those who voted twice, i.e. In order to understand the situation, a month and a half ago we conducted a poll among players on the. While another part of the players asked us to make some changes to this model. We have seen that this new and exciting aspect of dogfight has been very warmly received by the bulk of our community, and it's encouraging. Over the past year, we have read a lot of your comments on the forums and collected a lot of feedback about this model. And in the end, there comes a moment when he just needs time to catch his breath and recover. And that any pilot, of course, gets tired of constantly maneuvering at high Gs. After all, now, when performing an attack or a defensive maneuver, you have to take into account the fact that a living person with his natural physiological capabilities and limitations is sitting in the cockpit. This, of course, immediately and greatly changed the dynamics of air battles. The model which takes into account the limits of human’s G-load tolerance, as well as a number of other factors affecting pilots in flight. It’s been a year since we introduced a detailed human physiology model in our simulator.
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