G-LOC

After a somewhat tedious look at the scientific background to high gravitational (G)

forces and how they affect the human body in flight, we need to understand how
military aviators flying high-performance aircraft maintain consciousness and
continue to press their attack in such a physically demanding and stressful
environment.

The G-LOC

G-LOC is due to the reduced flow of blood to the brain when the magnitude of Gz passes beyond
a particular value, the G-LOC threshold. Before the G-LOC threshold becomes a critical factor, a
physiological reserve period of 3–5 seconds exists, after which, at the G-LOC threshold,
neurones fail to function in the absence of the oxygen replenishment provided by the normal
blood flow.

The subjective visual symptoms of grey-out followed by black-out which often precede G-LOC
are well known. These occur as the arterial blood flow to the retinae of the eyes is progressively
reduced. Grey-out is a partial loss of vision, commencing with peripheral vision, while black-out
results in total loss of vision.

It is emphasised that grey-out and black-out do not involve loss of consciousness and are not
synonymous with G-LOC.

Grey-out and black-out may provide the pilot with useful warning signs of imminent G-LOC and
are phenomena which have been experienced by many pilots. They disappear as soon as back
pressure on the elevator control is relaxed, i.e. as Gz is reduced, or when the G-LOC threshold is
raised by reflex or straining action.

Before we get into that, I need to address the dreaded G-induced Loss Of
Consciousness. A significant risk to any fighter pilot’s life, Lockheed-Martin F-16 and
F-22 pilots in the USAF are uniquely at risk to G-LOC, given their aircraft being able
to initiate maneuvers where rapid-onset G spikes over 9 very quickly.

Those particular jets also have the capability to sustain high G-loads for

significant periods of time–far longer than the pilot can. Because of such extreme
maneuverability and performance, the largest LIMiting FACtor (LIMFAC) is the pilot.

A former Viper East (Block 50 F-16CJ) Demonstration Team pilot has said that EVERY
time he repositioned the aircraft between maneuvers in his routine, he was hitting 9
Gs on the meter. During certain maneuvers, he sustained between 9.5 and 9.9 Gs.
One F-22 Raptor Demonstration Team pilot fairly routinely saw 10.2 or 10.3 Gs at a
certain point in his routine. In a word? Painful.

The combined Class A (loss of life or greater than $2M damage) and E (physiological)
mishap rate in USAF F-16s for Fiscal Years 1993-2009 is 1.32 per 100,000 flying
hours. In layman’s terms, for that period of time, a pilot died or seriously bent an
airplane a little over once in every 100,000 flying hours.

A combination of the newer Advanced Technology Anti-G Suit (ATAGS) offering

greater lower-body coverage, combined with the fielding of the Automatic Ground
Collision Avoidance System (Auto-GCAS) should significantly decrease the number of
deaths from G-LOC in military aviation.  A detailed look at the development of Auto-
GCAS and the Pilot Activated Recovery System (PARS) recently installed in all USAF
F-16’s can be found here.

So what has the USAF done to combat the mishap rates? How are the pilots able to
sustain heavy G-loads and still able to employ offensive and defensive systems,
maintain their situational awareness by monitoring the displays as well as looking
outside–often through helmet-mounted cueing systems (JHMCS and HMIT), all while
performing the tasks required to actually fly their airplane??

First developed during WWII (what modern military product, strategy, or weapon
wasn’t?), the AGSM increases aortic blood pressure leaving the heart and ensures
the blood is fully oxygenated, which ultimately maintains brain perfusion and pilot
consciousness. Remember, ladies and gentlemen, a well-trained, effective AGSM can
increase your G tolerance by approximately three Gs! For fighter pilots, the AGSM
must become an instinctive habit, requiring no conscious thought.

The AGSM has two components:

1. Breathing:  Rapid (< 1 sec) exhalation/inspiration cycles every 3 seconds.  This

maintains oxygen content and decreases carbon dioxide in blood, while also relieving
increased pressure of chest, and allowing the heart to refill with deoxygenated blood
from the rest of the body.
2. Isometric Contraction:  Flexion of skeletal muscles of legs and abdomen.  When
muscles contract, the small blood vessels in them constrict, making them smaller with
less room for blood.  This step increases pressure in chest and displaces blood away
from these contracted muscles into the upper body and brain.

High Gs make the blood heavier and displace blood to gravity-dependent areas
(away from your nugget). That is to say, G causes the blood to pool in your lower
extremities, especially legs and feet. The brain is highly sensitive to cellular hypoxia
(lack of oxygen), so rapid impaired function and almost unconsciousness follows (A-
LOC), and then ultimately total unconsciousness (G-LOC).

To avoid this, your body will reflexively make adjustments in heart output and blood
pressure to increase blood flow to the brain (by parasympathetic response–
an adrenaline surge), but it takes 6-9 seconds for this reflex to initiate.  By this time,
unconsciousness has likely occurred, which obviously means no one is conscious to
fly the aircraft.

So if you, as a Viper pilot, are looking over your shoulder at the guy trying to kill you
out there and you load up your jet with nine Gs and pass out because you got behind
in your AGSM, what happens? Simple answer is this: instead of pulling 7, 8, 9 Gs or
whatever is required, the aircraft eases off, becomes a 1-G, non-maneuvering
straight target, and your life comes to an abrupt end thanks to your enemy’s air-to-
air missile, or he rolls in and guns your brains out.

Bad day at work.

Negative G’s followed by Positive G’s will place you at VERY HIGH RISK for GLOC as
the reflex causing lower heart output and blood pressure will remain intact and will
significantly diminish your G-tolerance.  For a short period of time following negative
G’s, the body will literally be incapable of constricting the blood vessels and
increasing the heart rate.  This is called the ‘Push-Pull Effect’ and should be avoided
at all costs. If you must maneuver your jet in that fashion to defeat a SAM or a
bandit’s gun solution, an ultra-intense AGSM is going to be required to keep you
awake–and alive.

G Tolerance and Protection

G-tolerance is influenced by several variables:  heart-to-brain distance,

muscular strength and endurance, rate of G onset, anti-G suit effectiveness, and
body positioning.

 Decreased heart-to-brain distance

o A shorter person theoretically will have a higher G-tolerance than a taller
person, all things being equal.  (All things are never equal.)
o The F-16 seat is reclined 30 degrees, shortening this distance, thus increasing
G-tolerance.
 Duration of G’s
o See above, increased risk of GLOC with sustained G’s 4-6+ seconds
 The G-suit
o The old standard USAF CSU-13B/P G-Suit is thought to provide 1 to 1.5 G
protection.
o The new Advanced Technology Anti-G Suit (ATAGS) reports increases G-
tolerance by 2.5-3 Gs and a 50% reduction in G-related muscle fatigue.

G-LOC Prevention Tips:

ATAGS may prevent more G-LOC than any other preventive measure.  If you don’t
have the new G-suit, get it!  Once you begin using the new G-suit, I recommend you
NEVER return to the old G-suit.  Your habits will change, your AGSM will
deteriorate, and your G-tolerance may diminish.  This may increase your risk for
GLOC.

 Muscular endurance:  The AGSM is intrinsically fatiguing and is an anaerobic

activity.  Anaerobic capacity and muscular strength can be increased with training. 
Focus on the larger muscles of glutes, quads and hamstrings.  Conversely, full
recovery of high-intensity weight training of these muscle groups may diminish your
AGSM for 24-48 hours.  Avoid these types of workouts prior to high-G sorties.
 NO SMOKING:  One of the by-products of cigarette and cigar smoking is carbon
monoxide.  This will diminish your blood’s oxygen-carrying capacity.  Having less
overall available oxygen will also diminish your G-tolerance.
 AGSM Technique:  Never hurts to continue to review, practice, and brief to what a
good, effective AGSM looks like.  You are required to complete one annual AGSM HUD
review, which may not be adequate.  Make it a habit!
 Nutrition:  Just like preparing for a high intensity sport, ensuring that your glycogen
(carbohydrate stores) are maximized should ensure that you have the available
energy to delay fatigue for the longest time possible.