10.03.2009, 21:46
When you "Black Out" having gone through the greying out process you don't lose consciousness, You do loose vision as Gadget describes but you can still hear,smell and talk. ... trust me I have been there numerous times in the backseat watching students BFM 
In G LOC you go instantly into loss of consciousness. Then you are out of it completely for a significant period. G LOC is a relatively new term that came about with the advent aeroplanes like the F16/F20 etc that had G limiters in the Flight control system. This allowed pilots for the first time to simply pull full backstick as quick as they could without fear of overstressing etc. The Result was phenomenal G ONSET rates. Couple that with much higher Airframe G limits and you wander into G LOC territory.
The first documented G LOC fatality was the F20 accident in Goose Bay after an air show "accident".
http://www.f20a.com/f20crash.htm
Numerous early F16 accidents were subsequently attributed to G LOC.
In non limiter fighter aircraft you just cant honk back on the pole ... if you do you will likely pull the wings off. The technique is to rapidly but carefiully pull the G on varying the rate as you approach the limit be it G or Lift limit. This G onset rate is well below the thresholds of G LOC. In addition WWII fighters by nature of their design just could not generate the G onset rates that go with G LOC. They could generate the G associated with greying and blackouts but not for long. As to sustained G (i.e level maintaining airspeed... Ps=0) the max any WWII fighter could sustain was about 3.2G. Typical in service design G was 8.
IL2 represents Grey out and Black out exceptionally well in my opinion. It would be nice to see a G Suit mod that pushes the Black out boundary 1 to 1.5G more than it is currently set to. This would then reasonably represent the advantage the US G suit equipped pilots had from say October/November 1944 in the European theatre.
As to the Zero the original design specfication with regards structural strength was:
Situation A (Final pull out from Dive)
Load Factor 7.0 ; Safety factor 1.8 G (I.e. ultimate design load 8.8G)
Situation B (Initial phase of pull out from dive)
Load Factor 7.0 ; Safety factor 1.8 G (I.e. ultimate design load 8.8G .... same as Situation A)
Situation C (At limiting Speed in a dive (i.e. Vne)
Load factor 2.0 ; Safety Factor 1.8G (i.e. ultimate design load at Vne 3.8G)
Situation D ( Negative G)
Load Factor -3.5 ; Safety Factor 1.8G (implies ultimate negative load factor -5.3 !)
Ref: Chap 2 ,Page 16 "Meeting the requirements" ---Zero Combat & Development by Robert Mikesh.
In G LOC you go instantly into loss of consciousness. Then you are out of it completely for a significant period. G LOC is a relatively new term that came about with the advent aeroplanes like the F16/F20 etc that had G limiters in the Flight control system. This allowed pilots for the first time to simply pull full backstick as quick as they could without fear of overstressing etc. The Result was phenomenal G ONSET rates. Couple that with much higher Airframe G limits and you wander into G LOC territory.
The first documented G LOC fatality was the F20 accident in Goose Bay after an air show "accident".
http://www.f20a.com/f20crash.htm
Numerous early F16 accidents were subsequently attributed to G LOC.
In non limiter fighter aircraft you just cant honk back on the pole ... if you do you will likely pull the wings off. The technique is to rapidly but carefiully pull the G on varying the rate as you approach the limit be it G or Lift limit. This G onset rate is well below the thresholds of G LOC. In addition WWII fighters by nature of their design just could not generate the G onset rates that go with G LOC. They could generate the G associated with greying and blackouts but not for long. As to sustained G (i.e level maintaining airspeed... Ps=0) the max any WWII fighter could sustain was about 3.2G. Typical in service design G was 8.
IL2 represents Grey out and Black out exceptionally well in my opinion. It would be nice to see a G Suit mod that pushes the Black out boundary 1 to 1.5G more than it is currently set to. This would then reasonably represent the advantage the US G suit equipped pilots had from say October/November 1944 in the European theatre.
As to the Zero the original design specfication with regards structural strength was:
Situation A (Final pull out from Dive)
Load Factor 7.0 ; Safety factor 1.8 G (I.e. ultimate design load 8.8G)
Situation B (Initial phase of pull out from dive)
Load Factor 7.0 ; Safety factor 1.8 G (I.e. ultimate design load 8.8G .... same as Situation A)
Situation C (At limiting Speed in a dive (i.e. Vne)
Load factor 2.0 ; Safety Factor 1.8G (i.e. ultimate design load at Vne 3.8G)
Situation D ( Negative G)
Load Factor -3.5 ; Safety Factor 1.8G (implies ultimate negative load factor -5.3 !)
Ref: Chap 2 ,Page 16 "Meeting the requirements" ---Zero Combat & Development by Robert Mikesh.