The physical demands of aerobatics on pilots
Our species is adapted to a world governed by constant gravity—specifically, an ever-present force of acceleration resulting from Earth’s gravitational pull (the unit of Earth’s gravitational acceleration, denoted by g, is 9.81m/s²). There are, however, circumstances in which our bodies are subjected to forces stronger than standard Earth gravity… This, too, is a matter of acceleration.
Stéphane Perrey, University of Montpellier
In aviation and the automotive industry, experts use G (for gravitational) or the load factor as a unit of acceleration. And its effects can be devastating.
As children learning to walk, we quickly discover that a misstep will eventually lead to a painful collision with the ground—precisely because of gravity. When we board a plane—without going so far as to crash this time—everything we’ve learned about gravity and what we’re used to changes abruptly. You only have to watch Pete “Maverick” Mitchell’s final aerial maneuvers in the latest Top Gun to be convinced of this.
Flight essentially involves overcoming gravity to rise into the air, and speed is essential to this process. Any aerial maneuver can therefore subject our bodies to significant acceleration, with notable effects on the cardiovascular system, the brain, and the joints. Some aircraft are capable of reaching 12G, with climb rates exceeding 15 G/s!
How many Gs do we experience on a daily basis?
Such figures are, of course, extremes. When standing still on the ground, the perceived acceleration is 1G. Everything is fine. At 2G—for example, when taking a 60-degree banked turn—you already feel a moderate sense of compression against your seat and find it difficult to move. A person weighing 80 kg on Earth (assuming this is equivalent to 1G) will feel as though they weigh 160 kg if subjected to 2G. At 8–9 G or higher, it becomes impossible to move one’s limbs, with the exception of the extremities.
In fact, there are three main types of G-forces acting along three axes in space. We can experience lateral G-forces (Gy) during a turn, resulting from centrifugal acceleration that pushes us outward. Horizontal acceleration or deceleration is referred to as Gx. Finally, Gz occurs during an aircraft descent or following a sudden climb. We are particularly sensitive to these accelerations experienced along the vertical axis (Gz)—that is, from head to toe—since that is where we feel the force of Earth’s gravity necessary to maintain our balance.
To further complicate matters, for all three axes, both positive and negative G-forces are possible… Whether a car is turning or an airplane is flying vertically, a force opposing the movement— inertia—adds to the actual weight due to gravity to give the “apparent” weight of the airplane in flight. When the apparent weight in motion is greater than the actual weight, the load factor is greater than +1G. Conversely, if the aircraft is flying upside down, for example, the load factor is expressed as a negative value, -G.
To calculate the G-forces they are subjected to, pilots—who are particularly vulnerable—are equipped with three-axis accelerometers, allowing them to monitor the forces acting on them in real time.
How our bodies cope with gravity under normal circumstances
During flight, pilots are indeed subjected to a wide variety of physiological effects resulting from the combination of acceleration and gravity. These effects are inherent to the inertial forces generated by acceleration and affect all organs of the body, particularly the cardiovascular system: the heart (the pump), the blood vessels (the circuit), and the blood (the fluid).
Blood circulation is responsible for transporting oxygen, which is essential for the proper functioning of the body’s organs. The brain is particularly demanding in this regard, both in terms of consumption (it uses a lot of oxygen) and the consistency of its supply. It doesn’t like sudden fluctuations, excesses, or shortages!
On Earth, there is a complex mechanism that controls and adapts the entire system responsible for ensuring a steady, well-oxygenated blood flow to the brain at a constant rate, whether at rest or during intense physical exertion: this is cerebral autoregulation. Any fluctuation in blood pressure is thus inconsequential. But this delicate balance does have its limits… Accelerating through a turn, braking, or—even more so—performing aerobatics will greatly disrupt it.
The ability to maintain cerebral blood flow—even in the face of repeated exposure to increased stressors—is therefore a critical issue for pilots operating outside of normal daily conditions.
When our physiological adaptations are no longer enough
The risks were identified—albeit poorly explained—more than a century ago. In 1918, the first instance of acceleration-induced disorder was experienced during the Schneider Trophy air race, where a sharp turn had to be made. Initially described as “air sickness,” it is now known as “G-induced loss of consciousness, ” or G-LOC, and manifests as confusion and impaired judgment following a temporary interruption of blood flow to the brain. This condition occurs at G-forces of 4.5–6G or higher in a trained pilot.
Since the heart is located in the chest, in an upright position (standing or sitting), blood flow to the brain—which is situated above it—requires the blood to overcome its own weight (hydrostatic pressure) in order to travel from the heart to the brain. In the presence of +Gz, the inertial force acting along the head-to-feet axis will add to the hydrostatic force and exacerbate the situation by opposing the movement of blood from the heart to the head.
At levels exceeding 3 Gz sustained for more than ten seconds, our self-regulatory mechanisms are overwhelmed, resulting in an immediate decline in vision and mental performance. This can result in visual disturbances such as “gray veil” (at 3–4.5G, due to reduced blood flow in the retina and peripheral vision) and “black veil” (at 4.5–6G, with cessation of blood flow).
Negative accelerations (-Gz) trigger adaptive mechanisms that are the opposite of those caused by +Gz, accompanied by a more unpleasant sensation and a greater perceived sense of fatigue.
But the main problem lies in the rapid alternation between negative and positive G-forces at high levels (the “push-pull” effect, or nose-down/nose-up motion), as in aerobatics, which is particularly difficult to tolerate. This stems from the disruption of our adaptive mechanisms and our increased susceptibility to blackouts and/or loss of consciousness, which can occur as early as +2G.
Identify the limits…
If the cardiovascular system’s response cannot keep pace with the onset of G-forces, the pilot’s performance will deteriorate to the point of causing loss of consciousness. To avoid this dangerous outcome, studies have helped us better understand the limits of our adaptive capabilities and develop techniques to overcome them.
The creation of +Gz-time tolerance curves allowed us to compare asymptomatic and symptomatic individuals. The upper limit of these curves, marked by loss of consciousness (LOC-G), is a key factor in our physiological response to acceleration.
It has been found that if the increase in acceleration is gradual, visual symptoms precede cerebral symptoms. However, for accelerations exceeding +7Gz that are reached rapidly, loss of consciousness is not preceded by any warning signs. In fact, if the rate of acceleration increase is sufficiently low, cardiovascular reflexes can, at least partially, compensate for changes in circulation. The tolerance threshold is thus increased.
In general, it has also been observed that individual sensitivity to these effects varies and can be modified with practice. Several factors can influence tolerance to acceleration.
If the heat isn't too intense, a well-rested, hydrated, and physically fit pilot will be able to tolerate +5G. This is because the volume of blood circulating in the body is greater and more readily available: it is therefore easier for the cardiovascular system to keep the brain supplied with oxygenated blood.
… To outperform them: training for expert pilots
Experienced pilots also use musculoskeletal and respiratory techniques: tucking their head into their shoulders and leaning forward to reduce the height of the hydrostatic column; contracting their abdominal muscles and lower limbs to slow blood flow; and creating positive intrathoracic pressure by exhaling or closing the glottis while keeping the diaphragm and neck muscles tightly contracted.
Stephane Perrey, Author provided
A regular physical training program that includes a mix of endurance and strength exercises also increases a pilot’s tolerance to G-forces. Key factors to consider are core strength and aerobic capacity. Any aerobic endurance activity (even when held in apnea or at high altitude) is beneficial for the cardiovascular system.
Core-strengthening exercises (planks, push-ups, pull-ups, sit-ups) and, above all, those that strengthen the neck muscles are essential: high G-forces make the head weigh more than usual, and with a helmet, that’s a lot of weight to bear. Pilots of the fastest and most agile aircraft must constantly monitor their external reference points and adjust their head position during maneuvers.
Aerobatics can cause or exacerbate spinal pain. Building muscle strength to cope with repeated high-G forces is essential for these pilots, who are considered elite athletes operating in extreme environments.
In addition, several tools can improve an individual’s tolerance to acceleration. Developed early on during the world wars, anti-G pants apply counterpressure to the lower body in response to acceleration, thereby ensuring adequate venous return. However, these devices are effective only for positive G-forces and are unsuitable for use in aerobatic aircraft due to their weight.
Other innovative technologies are currently being developed in research centers and companies within the industry. This includes the work being carried out by EuroMov Digital-Health in Motion and Semaxone, which are developing algorithms and sensors to measure brain oxygenation in real time in order to predict changes in drivers’ tolerance to acceleration.
The author would like to thank Mr. Jacky Montmain, University Professor (IMT Mines Alès, EuroMov Digital Health in Motion), for reviewing this manuscript; Mr. Gérard Dray, University Professor (IMT Mines Alès, EuroMov Digital Health in Motion), for his review; and Mr. Guilhem Belda, Engineer (CEO of Semaxone), for the data provided and his review.
Stéphane Perrey, PR, Director of the Research Digital Health in Motion Research Unit, University of Montpellier
This article is republished from The Conversation under a Creative Commons license. Readthe original article.