IndAeMed_F: Re: CLOSED LOOP - On Track
- From: USM Bish <bish@xxxxxxxxxxx>
- To: indaemed@xxxxxxxxxxxxx
- Date: Sun, 4 Apr 2004 21:35:08 +0530
Thru IndAeMed@xxxxxxxxxxxxx:
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On Sat, Apr 03, 2004 at 11:32:34AM -0800, Anirudh Agrawal wrote:
>
[Punita bit excluded]
>
> Once they get a feel of the response time of the centrifuge it
> is like flying an aircraft for them - what do the Mig-21,
> Mig-23, Mig-29 guys say? Is the centrifuge more sluggish or
> more responsive than the aircraft?
>
I don't think they can ever be the same. Periods of above 6G in
flights occur in very short bursts, in random mode either to
get away/ or to get on the tail. A 15 sec spurt at 8 or 9 G
would virtually amount to chasing your own tail !
In actual flight, the rate of build up in ac can be much higher
than in simulated environments, and to my belief, this is THE
MOST IMPORTANT factor for G-LOC, rather than duration or peak
acceleration.
While in the Sqn, I had followed up the SARPP of a T-96 Sqn for
almost a year. There were NO instances of a 6+G lasting even 10
sec. Nearly all were under 6 seconds. There were quite a few
spikes 10+G lasting for less than 2 sec. The rate of build up/
decay for such episodes may be as high as 3 to 4 g/sec.
I do not know the state in Su-30 or Mig-29, but Mig-23 and
Mig-27 would be similar or less. I have also seen a record of
10.6 G on a Jaguar, in a clean configuration during a BADC
exercise with a T-96 on its tail. The aircraft had to be
brought down for for X-Rays (stress fracture check of airframe)
Yes, accn can stress the airframe as well !
The stress on the cardio-vascular physiology imposed in the
centrifuge, (to me) appears much more than in an actual flight.
But then, in real flight there also other factors at play
simultaneously, (besides acceleration) affecting the CVS, which
may degrade performance, which at times we fail to appreciate.
Centrifuge can never be like the real thing ...
Just my POV
Bish
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