新型载人离心机在军事航空医学中的应用

目的 探讨在新型载人离心机上进行飞行员抗荷耐力选拔与训练、-Gx体验、动态飞行模拟(dynamic flight simulation,DFS)训练以及抗荷装备生理鉴定实验的方法,探索新型载人离心机的应用方法. 方法 ①24名飞行员在六三型载人离心机上进行基础+Gz耐力检查,然后按同样方法,在新型载人离心机上进行了对照检查.②100名飞行员进行了离心机训练,其中的42名飞行员为被动控制训练,58名飞行员为闭环控制训练.③8名飞行员体验-1.5 Gx及-2.0 Gx载荷.④18名飞行员进行DFS飞行体验,特技飞行动作包括左盘旋、右盘旋、半滚倒转、斤斗、半斤斗翻转和桶滚.⑤6名志愿者和9名飞行员在新型载人离心机上,分别进行服装、PBG、服装结合PBG、服装结合PBG及抗荷收紧动作(anti-G straining manoeuvre,AGSM)的抗荷效果试验. 结果 ①在新、老离心机上检查出的+Gz耐力结果平均值分别为(4.25±0.34)G及(4.41±0.14)G(t=3.03,P<0.01),其差异与连续检查所致的疲劳及飞行员对重复检查的主观重视程度有关,排除二者影响,在新离心机上可采用现有抗荷耐力选拔方法.②在进行被动控制训练的飞行员中,25人完成7 G持续10 s,9人完成8 G持续10 s,仅有2人完成9 G持续10 s.在进行闭环控制训练的58名飞行员中,48人完成7 G持续10 s,19人完成8 G持续10 s,23人完成9 G持续10 s.③飞行员在进行-Gx载荷体验时,反映在座舱俯仰、滚转过程中头晕、恶心的感觉比较明显.④飞行员认为DFS体验与实际飞行接近,对提高机动空战能力具有实用价值.⑤抗荷装备的抗荷性能达到了飞机性能的要求.结论 新型载人离心机在高性能战斗机飞行员抗荷耐力选拔训练、-Gx体验、DFS体验及抗荷装备生理鉴定试验等工作中获得广泛应用,形成了相关应用方法,取得了较好的效果,为进一步开展相关工作奠定了基础. Abstract： Objective To investigate the approaches and the application effects of acceleration tolerance screening and training for fighter pilots,-Gx experience,dynamic flight simulation (DFS) experience and physiological evaluation of anti-G equipment on new human centrifuge. Methods ①Twenty-four pilots underwent the relaxed+Gz tolerance examination on a single degree of freedom centrifuge (Model 63) and on new human centrifuge for comparison.②One hundred high performance fighter pilots carried out centrifuge training.Among them,42 pilots were in passive control mode while the other 58 pilots were trained by close-loop mode.③Eight pilots experienced -1.5 Gx and-2.0 Gx on the new centrifuge.④Eighteen pilots performed aerobatic maneuvers,such as left spiral,right spiraI,split S loop,immelmann,and barrel roll in DFS awareness.⑤Six volunteers and 9 pilots served as subjects.The tests of anti-G capability evaluation for suits,suits combined with pressure breathing for G (PBG),and suits combined with PBG and anti-G strainingmaneuver (AGSM) were conducted respectively. Results ①The mean relaxed+Gz tolerance of pilots obtained on the new and old centrifuge was (4.25±0.34) G and (4.41±0.14) G respectively (t=3.03,P<0.01).The difference would be relative to fatigue that caused by continuous running and pilots' endurance to the reduplicate riding.So the current+Gz tolerance screening method was applicable on the new centrifuge regardless of the influence of the above mentioned factors.②In the training under passive control mode,25 of 42 pilots completed the training of 7 G for 10 s,9 pilots for 8 G for 10 s and 2 for 9 G for 10 s.In the close-loop control training,48 pilots passed training of 7 G for 10 s,19 pilots for 8 G for 10 s,and 23 for 9 G for 10 s.③During-Gx experience,the feelings of dizzy and disgust were evident during the roll and pitch movements.④Pilots reported that DFS training was similar to actual flight and possessed great practical value in improving aerial combat ability.⑤The performance of anti-G equipments reached the functional requirement. Conclusions New human centrifuge can be applied in acceleration tolerance screening and training for high performance fighter aircraft pilots,-Gx experience,DFS training,and physiological evaluation for anti-G equipments.Relevant approaches have been established,and the application of new human centrifuge has acquired a satisfactory result.which lays the foundation for further work.     

新型抗荷调压器动态物理与人体生理试验研究

目的 观察新型(F型、S型)抗荷调压器(抗调器)在离心机上的动态物理性能与生理防护性能.方法 试验在载人离心机上进行.①动态物理性能试验:3台F型和1台S型抗调器,将抗调器高压级与KH-6抗荷服配套,低压级与KH-7抗荷服配套;对1号F型抗调器和S型抗调器在正常、倾斜22°及加湿后进行+Gz暴露试验.②人体生理试验:受试者为12名男性健康志愿者,先测定受试者的基础+Gz耐力,然后测定穿抗荷服充气时的最大+Gz耐力.其中5名受试者分别采用两台F型抗调器(2号、3号)的高压级配KH-6抗荷服、低压级配KH-7抗荷服;另7名受试者采用1台S型抗调器的高压级配KH-6抗荷服、低压级配KH-7抗荷服.结果 ①F型抗调器和S型抗调器的低压级与高压级的输出压力均在相应要求的上限或略高于上限.1号F型抗调器在倾斜22°时低压级和高压级的输出压力到达平稳工作阶段压力值时相对于+Gz曲线到达峰值时的延迟时间多大于0.5 s,在加湿后低压级的延迟时间多大于0.5 s,且高压级的输出压有明显波动.S型抗调器在倾斜22°和加湿后低压级与高压级的输出压力到达平稳工作阶段压力值时相对于+Gz曲线到达峰值时的延迟时间均小于0.5 s,且该时间加上输出压力开始上升时相对于+Gz曲线开始上升时的延迟时间也均小于2 s.②受试者采用2号F型抗调器配KH-6、KH-7抗荷服时的抗荷耐力分别提高2.10 G(t=14.00,P＜0.01)、2.15 G(t=21.50,P＜0.01),采用3号F型抗调器配KH-6、KH-7抗荷服的抗荷耐力分别提高2.20 G(t=23.52,P＜0.01)、2.20 G(t=44.00,P＜0.01).受试者采用S型抗调器配KH-6、KH-7抗荷服的抗荷耐力分别提高2.36 G(f=46.67,P＜0.01)、2.21 G(f=28.74,P＜0.01).结论 新型抗调器与抗荷服配套具有较高的抗荷性能,其结构的改进对提高倾斜安装、加湿后等环境的适应性有明显作用. Abstract： Objective To evaluate the dynamic physical performance and physiological protection of a new type anti-G valve.Methods The experiments were carried out on human centrifuge.① The dynamic physical performance of No.1 F-type and S-type anti-G valve in wellbalanced state, 22° lean state and humidifying state were evaluated respectively in two configurations which anti-G valve at high-pressure class worked with KH-6 anti-G suit and at low-pressure class worked with KH-7 suit.② Twelve healthy male volunteers served as subjects for the human physiological protection experiments.The relaxed + Gz tolerance was measured first, then the +Gztolerance with anti-G suit.Two F-type anti-G valves were evaluated by 5 subjects using the above mentioned two configurations.One S-type anti-G valve was evaluated by the rest 7 subjects using the same two configurations.Results ① The outlet pressure of both F-type and S-type anti-G valve was in accordance with or slightly higher than the required upper limit.The delay between the reaching time of G plateau and stable peak pressure of 22° tilted No.1 F-type anti-G valve was mostly longer than 0.5 s both at low-pressure and high-pressure class.When in humidifying state, the delay was longer than 0.5 at low-pressure class and an obvious fluctuation of outlet pressure at high-pressure class was observed.For the S-type anti-G valve, under 22° lean state and humidifying state both at low-pressure and high-pressure class, the delay between the reaching time of G plateau and stable peak pressure was shorter than 0.5 s.And the time added the delay between G climbing and the starting time of outlet pressure ascending was shorter than 2 s.② +Gz tolerance increment provided by the No.2 F-type anti-G valve combined with KH-6 and KH-7 anti-G valve was 2.10 G (t= 14.00, P＜0.01 and 2.15 G (t=21.50, P＜0.01) respectively, and 2.20 G (t=23.52, P＜0.01) and 2.20 G (t=44.00, P＜0.01) for the No.3.+Gz tolerance increment provided by the S-type anti-G valve with KH-6 and KH-7 anti-G valve was 2.36 G (t=46.67, P＜0.01) and 2.21 G (t=28.74, P＜0.01) respectively.Conclusions The new type anti-G valve combined with anti-G suit could provide enhanced anti-G capability.The modification and enhancement to the structure of valve have a distinct positive effect on its adaptability to special states like lean or in humidification.     

高性能战斗机飞行员前庭习服训练效果观察

目的 通过前庭习服训练,提高高性能战斗机飞行员前庭稳定性,以降低空晕病的发生.方法 应用VTS-0型电动转椅对45例前庭稳定性评定等级为D、E级的高性能战斗机飞行员进行每天1次,持续2周的前庭习服训练,记录训练前后前庭稳定性评定中的Coriolis加速度耐受值及训练耐受时间.结果 训练后,45例高性能战斗机飞行员的前庭稳定性较训练前有不同程度提高,均达到C级以上,Coriolis加速度耐受值和训练耐受时间明显提高,且有统计学意义(t=14.55、12.66,P＜0.01).结论 前庭习服训练对提高高性能战斗机飞行员的前庭稳定性效果明显. Abstract： Objective To explore the effects of vestibular accliratization training of highperformance fighter pilots for improving their vestibular stability and reducing airsickness. Methods Forty-five high-performance fighter pilots, who were graded as D and E in vestibular stability evaluation, performed vestibular acclimatization training by VTS-0 rotational chair once a day for 2weeks. In vestibular stability evaluation, tolerated Coriolis acceleration value and endurable duration of rotation were compared between the states before and after training.Results All 45 pilots'vestibular stability was variously improved and reached or exceeded grade C by training. Tolerated Coriolis acceleration value and endurable duration were significantly increased (t=14.55, 12.66, P＜0.01).Conclusions Vestibular acclimatization training shows significant effects on improving the vestibular stability of high-performance fighter pilots.     

歼(强)击机飞行员心脏瓣膜生理性返流调查分析

Objective To investigate the prevalence of physiological valvular regurgitation and its influence in fighter (attacker) pilots. Methods One hundred pilots were divided into high performance fighter pilot group (56 pilots) and common fighter pilot group (44 pilots). Their cardiac structure and function were examined by echocardiography. Results 55 pilots were diagnosed with physiological valvular regurgitation (55.00%), including 32 high performance fighter pilots (57.14%) and 23 common fighter pilots (52.27%). The prevalence of tricuspid, mitral and combined valvular regurgitation was 33. 00%, 9.00% and 13.00% respectively. There were 11 cases of mitral combined tricuspid valvular regurgitation, 1 case of tricuspid combined pulmonic valvular regurgitation and 1 ease of tricuspid combined aortic valvular regurgitation. In common fighter pilot group, right ventricular internal dimension (RVID) of the pilots with regurgitation was significantly higher than that of the pilots without regurgitation (t= 1.69, P＜0.05). No other significant differences were observed between groups (P＞0. 05). The cardiac structure and function of 100 pilots were in normal range. Conclusions High prevalence of physiological valvular regurgitation is found in fighter pilots, and in which tricuspid valvular regurgitation takes the highest. It is necessary to further investigate if the fighter pilot's specificity makes the different mechanism of physiological regurgitation from other eareer's and its long-term influence on pilot's cardiac structure and function.     

战斗机高+Gz环境导致飞行员颈部损伤的原因及预防措施

目的 综述战斗机高+Gz环境导致飞行员颈部损伤的致伤原因、发生机制及预防措施,探讨采取综合性措施提升预防效果的发展前景.资料来源与选择国内外相关领域的研究论文与综述.资料引用国内外公开发表的论文和综述50篇.资料综合高性能战斗机的高+Gz值、高+Gz增长率特性给飞行员颈部健康造成极大的危害.近20多年来,众多学者针对高+Gz环境导致飞行员颈部损伤的机制和致伤原因进行了研究.在致伤阈值、头戴装备负荷、被动带飞、不良飞行姿态和反复暴露于高+Gz环境等致伤因素方面取得了较为一致的结果,提出的预防措施主要有加强颈部肌肉力量训练,研制防护装备及改善装备人机适配性,建立常规化的健康检查、康复训练、功能评价机制等.结论 战斗机飞行员在飞行职业生涯中不可避免地受到高+Gz环境的威胁,在当前单一预防措施效果不显著的情况下,积极采取综合性预防措施,并加强其预防效果的研究,对增强飞行员的飞行适应能力,提高飞行员健康水平将有极大的推动作用,并为高+Gz环境导致腰部损伤的预防工作提供借鉴经验. Abstract： Objective To review the reasons, mechanism of fighter aircraft high +Gz induced pilot's neck injuries and prevention methods, and to expect the integrative methods for enhancing prevention effects.Literature resource and selection Professional references which were published at home and abroad were cited.Literature quotation Fifty published papers and reviews were referred.Literature synthesis The characters of modern high-performance fighter aircraft which was described as high +Gz and the rapid onset rate acceleration induced serious harm to pilot's neck.Since more than 20 years, many researches on mechanism and the reasons of inducing neck injuries had conducted by scholars.They indicated the consensus in the factors of inducing neck injuries, including +Gz threshold, the load on pilot's head, passive effect on back seat, unsuitable head posture in flight and frequent exposure in high +Gz.The preventions were primarily focused on leaning upon cervical spine function evaluation and neck muscle strength training, developing protective equipment and improving man-machine adaptability of equipment.Conclusions In fighter pilot's career, it is unavoidable that he will be threatened by high +Gz environment.At present, it is important to adopt integrative preventions and emphasize effective research for increasing pilot's capability for adapting high + Gz environment and protecting himself.Also such experience will be useful in preventing pilot's waist injuries induced by high +Gz.     

航空生理训练成绩不同者个性特征比较

目的 了解航空生理训练参训人员的个性特征,探讨在大型航空生理训练中,影响训练成绩的心理因素,为今后指导航空生理训练提供帮助.方法 采用卡特尔16种个性因素问卷(16 personality factor questionnaire,16PF)、艾森克人格问卷简式量表中国版(Eysenck personality questionnaire-revised,short scale for Chinese,EPQ-RSC)和应付方式问卷,对参加离心机试验和低压舱试验的35名健康志愿者进行心理测查.根据离心机试验结果将受试者分为+Gz耐力7 G以上组与6 G以下组;根据低压舱试验结果将受试者分为16 km以上高空加压供氧试验完成组与未完成组.结果在离心机试验中,12名受试者完成了7 G以上抗荷耐力试验,23名未完成;16PF的聪慧性、实验性、独立性和紧张性4个因素,EPQ的内外向维度、应付方式问卷的求助、合理化和退避,两组相比差异具有统计学意义(P＜0.05或P＜0.01).低压舱试验中,24名受试者完成了16 km以上高空加压供氧试验,11名未完成;16PF的稳定性、恃强性、怀疑性、世故性,以及次级因素的适应与焦虑性和心理健康者的人格因素,EPQ的内外向维度、应付方式问卷的退避,两组相比差异有统计学意义(P＜0.05或P＜0.01).结论 参训人员的不同个性特征对航空生理训练效果有影响. Abstract： Objective To investigate the personality characteristics of trainees in aeromedical physiological training and probe into the psychological factors influencing on training performance so as to provide help for instructing future aeromedical physiological training.Methods Sixteen personality factor questionnaire(16PF), Eysenck personality questionnaire-revised, short scale for Chinese, (EPQ-RSC) and coping behaviors questionnaire were adopted for psychological test on 35 volunteers who participated in centrifuge and hypobaric chamber trainings.Subjects were both divided into above 7 G and below 6 G groups based on the G-tolerance of centrifuge training and into finished and unfinished groups based on the result of 16 km decompression training in hypobaric chamber.Results Twelve volunteers completed centrifuge training above 7 G and other 23 were not.The 16PF tested factors such as reaoning, openness to change,self-reliance and tension, and EPQ tested extraversion dimensionality, the appeal, rationalization and retreat of coping behaviors questionnaire showed significant difference between two G-tolerance groups (P＜0.05 or P＜0.01).In decompression training, 24 volunteers out of 35 accomplished the exposure above 16 km.Significances were observed between groups on emotional stability, dominance, vigilance and privateness,adaptability and anxiety of sub-factors and personality factors of psychological healthy person that tested by 16PF, and on extraversion dimensionality and retreat of coping behaviors that tested by EPQ in hypobaric chamber training (P＜0.05 or P＜0.01).Conclusions The differences of trainees' personality characteristic would influence the effect of aeromedical physiological training.Implementing the principle of combining physiological with psychological training will enable the training more scientific and effective.     

高性能战斗机飞行员仪表视觉空间定向能力训练效果观察

Objective To explore effectiveness of improving the abilities of instrument visual spatial orientation (IVSO) training for high performance fighter pilots. Methods An IVSO training device was developed.Based on the principles of computer graphics and characteristics of cognition,4 kinds of instrument flight condition patterns were adopted as training profiles.Eleven pilots were trained along these four training profiles for five times,include recognizing and flying by instrument and head-up display respectively in complicated flight sortie or with interference.The reaction time,rate of correct operation,deviation angle of attitude and the adjunctive task completion rate were recorded and compared. Results In pre-and post-IVSO training,the reaction times got with instrument and head-up display in complicated flight sortie were (1.42±0.24)s vs.(0.99±0.13)s and(1.54±0.29)s vs.(1.05±0.12)s respectively while the rates of correct operations were 53.91%±9.12%vs.90.00%±5.88%and 73.09%±12.02%vs.89.18%±6.10% respectively.Deviation angles of roll and pitch in maintaining flight attitude by instrument training were 3.25°±0.60°vs.2.07°±0.25°and 2.41°±0.63°vs.1.87°±0.30°respectively,comparing to 3.08°±1.03°vs.2.06°±0.35°and 2.84°±0.67°vs.1.99°±0.20°in attitude maintenance by head-up display.Adjunctive task correct rates with believing instrument and head-up display were 63.90%±11.15%vs.88.27%±10.23%and 59.73%±12.81%vs.82.09%±9.62% respectively.All differences between pre-and post-IVSO trainings are statistically significant (t=2.47 to 11.03,P<0.01 or P<0.05). Conclusions The adopted instrument flight training can remarkably improve pilot's IVSO abilities.     

间歇性低氧训练对高性能战斗机飞行员脑电复杂度及血氧饱和度的影响

目的 通过动态观察间歇性低氧训练前后高性能战斗机飞行员EEG复杂度和血氧饱和度(arterial oxygen saturation,Sa()2)的变化特征,为低氧适应性训练效果评价提供量化指标.方法 对32名高性能战斗机飞行员进行15 d的间歇性低氧训练(模拟高度3500 m),1次/d,每次25 min.于训练前后,分别检测受试者在模拟7500 m高空环境下的EEG、SaO2、红细胞数及血红蛋白含量,并对受试者低氧训练前后的检测数据进行t检验.结果 间歇性低氧训练后,受试者在模拟7500 m高空环境下的EEG复杂度较训练前显著降低,差异有统计学意义(P＜0.01),Sa()2升高,差异有统计学意义(P＜0.01),红细胞和血红蛋白含量则无明显变化(P＞0.05).结论 模拟3500 m间歇性低氧训练可提高机体高空缺氧耐力水平,EEG复杂度和SaO2可作为评价高性能战斗机飞行员间歇性低氧训练的定量生理指标. Abstract： Objective To explore the quantitative index for evaluating the intermittent hypoxia training effects by analyzing the characteristic changes of electroencephalogram (EEG) complexity and saturation of blood oxygen (SaO2) of high performance fighter pilots. Methods Thirty-two pilots were selected as subjects and undertook a 25 min-training (simulated hypoxia at 3500 m-oxygen concentration 13.1%) with Type DY-84 hypoxia training device once a day for 15 d. Before and after training the subjects were put in simulated 7500 m hypoxia condition (oxygen concentration 7.1%,ventilation volume 15L/min) and their EEG, SaO2, number of red blood cell and hemoglobin level were recorded and analyzed by t-test. Results Training effects showed that the subjects' 7500m EE(G complexity was significantly decreased (P＜0.01), but SaO2 was significantly increased (P＜0.01).Number of red blood cell and hemoglobin level had no obvious change (P＞0.05).Conclusions The simulated 3500 m intermittent hypoxia training could improve pilot's hypoxia tolerance. EEG complexity and SaO2, which are measured under simulated 7500 m hypoxia condition,would be the quantitative indices for evaluating the effects of intermittent hypoxia training for pilot.The results application would be hopefully expanded to the population who work at high altitude or in anoxic environment.     

正加速度暴露时兔血清超敏C反应蛋白的变化与心血管损伤风险预测的关系

目的 探讨重复正加速度(+Gz)暴露时兔血清超敏C反应蛋白(high-sensitivity C-reactive protein,hs-CRP)的变化与心血管损伤风险预测的关系. 方法 将24只动脉粥样硬化实验兔随机分为对照组和+Gz暴露4周、8周、12周组,每组4只.各组兔实验结束后留取静脉血,测定hs-CRP含量,并用电镜观察兔主动脉组织切片. 结果 +Gz暴露对兔静脉血hs-CRP含量的影响差异有统计学意义(F+Gz(1,23)=22.37,P=0.0001);但暴露时间对兔hs-CRP含量不产生影响(F暴露时间(1,23)=0.82,P=0.4550);+Gz暴露与持续时间之间的交互效应对hs-CRP表达量的影响差异无统计学意义(F+Gz×暴露时间(1,1)=1.10,P=0.3540).主动脉电镜观察结果 也给予支持. 结论 重复、长期+Gz暴露可致兔血清hs-CRP长期处于高水平状态,提示应重视飞行员心血管损伤风险的预测. Abstract： Objective To investigate the repeated and long-term +Gz exposure caused highsensitivity C-reactive protein (hs-CRP) changes in rabbit's serum and find its indication for predicting cardiovascular risk. Methods Twenty-four male rabbits were randomly and averagely divided into 4-week-exposure group, 8-week-exposure group, 12-week-exposure group and 3 control groups that corresponding to 4, 8 and 12 weeks tests. Rabbits were exposed under +Gz 3 times a day with 5 min interval and exposures were repeated 3 times a week. The G load was started form +4 Gz for 20 s with 1 G/s onset rate at first week. Then the G level and duration increased by 0. 5 Gz and 5 s per week until +6 Gz and 40 s reached. When last exposure finished venous blood of rabbits was collected and hs-CRP was measured. Results Compared with control groups the effects of +Gz exposure on hs-CRP content were significant (F+Gz(1,23) = 22.37, P= 0. 0001) but on duration (Fduration(1,23) =0. 82,P=0.4550). The interact effects between +Gz exposure and duration on hs-CRP content were insignificant (F+G×duration(1,23) = 1.10, P= 0. 3540). What the microscope observed proved the statistic analysis. Conclusions Repeated and long-term +Gz exposure would lead to high serum hs-CRP content in rabbit. It implies that such change may be used for predicting cardiovascular risk and be hopefully applied for pilot.     

飞行员低高度迅速减压训练方法的效果和安全性研究

目的 研究低高度迅速减压训练方法 的训练效果和安全性. 方法 以187名男性高性能战斗机飞行员为对象,采用序贯试验设计,随机分为减压供氧组(A组,93人)和减压不供氧组(B组,94人).每批次试验A组和B组各1人参加,首先低压舱以30～40 m/s速度上升至起爆高度2500 m,并停留1～3 min,待心率稳定后,进行减压准备.各项准备就绪后,开始减压,低压舱在0.48 s内迅速减压至5500 m高度.在此高度停留1～2 min后,低压舱以10～20 m/s速度下降至地面.下降过程中高度低于4000 m后停止供氧.试验过程中记录飞行员不同时期的血氧饱和度、ECG(标准肢体Ⅱ导联)和减压瞬间的肺内减压峰值.低压舱试验完成后进行胸部X线透视检查并填写调查问卷,问卷内容包括试验过程中的主观体验和对迅速减压训练效果的评价. 结果 A组血氧饱和度在供氧期间始终维持在99%左右,停止供氧后出现明显下降,然后,随着高度降低逐渐回升;B组血氧饱和度则与高度呈现明显负相关的变化.ECG分析显示:两组飞行员心率在减压前均持续上升,在减压即刻达到最大值,A组(87.87士15.97)次/min,B组(91.29±2.78)次/min,减压后则明显降低;肢体Ⅱ导联T波振幅在减压即刻,即心率最大时显著降低,A组(0.19±0.11)mV,B组(0.20士0.12)mV.肺内减压峰值为(139士11)mm H2O(1 mm H2O=9.8 Pa).全部飞行员减压试验后胸部X线透视检查未见异常.调查问卷结果 显示100%被调查人员认为该方法 能较真实模拟飞机增压座舱发生迅速减压的情景,并有效提高飞行员迅速判断是否发生迅速减压的能力. 结论 飞行员低高度迅速减压训练方法 具有明确的训练效果和肯定的安全性. Abstract： Objective To study the effectiveness and safety of pilot's rapid decompression (RD)training at low altitude. Methods According to sequential design methods, 187 male high performance fighter pilots were selected for RD and divided as Group A (93 pilots) and B (94 pilots),that with and without oxygen supply respectively. Each traning was for 2 pilots who were respectively from Group A and B. Training started from the climb to 2500 m with the rate of 30-40 m/s and stayed there 1-3 minutes for stabilizing heart rate (HR). RD was executed to 5500 m within 0. 48 s and returned to ground level by the rate of 10-20 m/s after plateau maintained for 1-2 min. Oxygen had no longer supplied while the altitude was lower than 4000 m in descend. The saturation of blood oxygen (SaO2), electrocardiogram (ECG) and peak value of pressure in lung were recorded during training.Pilots were examined by thoracic roentgenoscopy when training finished and completed a questionnaire that concerned about subjective experience and the evaluation of the effect of rapid decompression training. Results Observed SaO2 in Group A was about 99% when oxygen applied but significantly dropped as the supply stopped and finally gradually recovered. In Group B, SaO2 was decreased with the altitude. ECG analysis showed that pilots in both groups appeared growing HR before RD applied and respectively reached peak value at RD started (87. 87 ±15. 97) beats/min in Group A and (91. 29±2.78) beats/min in Group B. Then HR was significantly dropped in descend. The amplitude of lead Ⅱ T wave was significantly reduced as maximum HR appeared (0.19±0.11) mV in Group A and (0. 20±0.12) mV in Group B. During decompression the peak value of the pressure in lung was (139±11) mm H2O (1 mm H2O=9.8 Pa). No abnormity was observed by thoracic roentgenoscopy for both groups. Questionnaire analysis showed that all pilots admitted the reality of simulated RD and the effectiveness of judging the happening of RD in time. Conclusions The RD training program for pilots at low altitude is categorically safe and effective.