El traje antiG actual del Typhoon está diseñado desde cero e incluye pantalones hinchables que cubren las piernas completamente (no parcialmente como hasta ahora) (incluidos calcetines hinchables), así como una camisa o chaleco hinchable (antes inexistente) a lo cual hay que añadir un sistema de respiración forzada que inyecta aire a presión a los pulmones proporcionalmente a las Gs (lo cual evita el esfuerzo de aguantar la respiración y contraer el diafragma como ocurría antes), todo lo cual mejora muchísimo la resistencia a las Gs (disminuye el esfuerzo físico para resistirlas, aumenta el tiempo de resistencia, permite mover los brazos incluso a altas Gs y girar mejor la cabeza (estas dos últimas cosas antes directamente imposibles o casi imposibles de realizar a altas Gs) además de evitar la formación de dolorosos moratones en los brazos debido a la acumulación de sangre).
El Libelle es un traje no hinchable, relleno de líquido (idealmente de la misma densidad que la media de los tejidos del cuerpo humano) que rodea totalmente el cuerpo del piloto. Su respuesta es instantánea (ni siquiera un retraso de algunas décimas de segundo en que el sistema "hinche" con aire los antiG) pues es el propio líquido interno al traje completo el que ejerce la resistencia a los efectos de las Gs sobre el cuerpo.
No sé qué harán otras fuerzas aéreas al respecto. Pero ya digo que no es el traje estándar del Eurofighter. ¿Estás seguro de que Alemania comprará e integrará para sus pilotos el Libelle?
El equipo del F-22 y F-35 es el Combat Ace, que es casi idéntico al europeo del Typhoon.
Interesante artículo al respecto del Libelle alemán:
However, the pneumatic pressure system of the "anti-g-suit" will still work mechanically and there is therefore a delay, before it starts functioning. In older aircraft like the F-4 Phantom this delay lasts about 1.5 sec. In extreme cases the system will only react when the aircraft is accelerating in a curve at full throttle and darts sideways. Experience shows that many pilots have severe pains in their arms at 7 g - arms are not protected at all. This could mean that crews will not make use of the full potential of their fighters whilst wearing "anti-g-suits.
A novel suit system made by the Zurich Firm Life Support System (LSS) might solve this problem. The Physicist and LSS Boss Andreas Reinhard has been working on his version of the "anti-g-suit", the "Libelle", which has a liquid filling. In principle the body of a Pilot wearing "Libelle" is surrounded by liquid of the same density, which compensates any difference in pressure caused by centrifugal forces almost entirely and without delay. The "Libelle Suit" makes sure that organs do not become displaced, as is the case with the classical pneumatic suits when the pilot is exposed to g forces.
In 1988 the first prototype of the suit still needed 28 litres of water. Reinhard has been able to reduce the amount of the needed liquid to 1,1 litres, which are distributed to less than 10 per cent of the surface area. New fabrics for the suit are being tried as well.
The system has been tried in over 200 flights with the Pilatus turboprop trainer, a Learjet and fighters belonging to the Swiss Air Force. The "Libelle Project" has also been supported by the Flight Medical Institute of the German Air Force.
On the centrifuge at the Institute for Flight Physiology in Königsbrück near Dresden the suit has been evaluated by test pilots and fighter pilots of the German and Swiss Air Forces. The new suit's performance was being compared with conventional pneumatic suits. There were also tests on the centrifuge without "anti-g-suit".
With acceleration rates of up to 5 g/sec the centrifuge in Königsbrück is one of the most powerful in the world. One pilot wearing the "Libelle Suit" managed to achieve the top result of 12 g, the centrifuge's maximum output. Assistant Medical Director Dr. Heiko Welsch, Head of the Institute for Flight Physiology, claimed that "the test person's actions were not impaired in the least". Dr. Welsch's colleague, Dr. Jost Sutter, Head of the FIA, points out the aims intended for the "Libelle": "We are not looking for record results but are attempting to maintain optimal performance over longer periods of time for the pilot when he is exposed to medium g forces".
According to Andreas Reinhard the lower strain on the pilot has a positive effect on articulation, which is impaired when the pilot is exposed to high centrifugal forces. The pilot can concentrate again on his main task, i.e. flying. Pilatus test pilot Andreas Ramseier commented, "You are fully alert and not distracted by pain". The arms do not hurt because they are incorporated in the suit. "During a mission, this fact can have a bearing on success or failure", said Reinhard about the effectiveness of the self-regulating liquid suit.
Pilots who had a chance to test "Libelle" welcome the suit with open arms. Andy Ramseier, who has tested most suits on the centrifuge, claims that "you feel like an unborn in its mother's womb".
In the meantime the development of the suit has gone a step further. It is at the last stage before it goes into series production. As well as the liquid system pneumatics guarantee an optimum fit. "Libelle" is fully operational if it fits like a glove. The pneumatic system, which is fed by a semi-compressible seat cushion - an integral part of the suit - is also connected to the inflatable inner lining of the boots. This guarantees that the suit is self-sufficient and does not need to be connected to any board systems.
This is an important marketing element for the LSS Chairman. Reinhard is convinced that "Libelle" will be of use not only in modern high performance fighters, "even older fighters become twice as attractive to the purchaser if the pilot is fitted with this suit as standard equipment".
De FLUG REVUE agosto de 1999
. La dificultad para mover brazos y cabeza seguirá siendo prácticamente la misma, aunque al mejorar el riego evidentemente se mejora la motricidad. Por otra parte, lo de los moratones en los brazos me parece un pelín extremo, si bien es cierto que los pilotos cuentan que son quizás los miembros que más padecen.
