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G-force induced loss of consciousness (abbreviated as G-LOC, pronounced "JEE-lock") is a term generally used in aerospace physiology to describe a loss of consciousness occurring from excessive and sustained draining blood away from the brain causing cerebral hypoxia. The condition is most likely to affect aviator of high performance fighter aircraft and aerobatics aircraft or , but is possible on some extreme amusement park rides. G-LOC incidents have caused fatal accidents in high performance aircraft capable of sustaining high g for extended periods. High-g training for pilots of high performance aircraft or spacecraft often includes ground training for G-LOC in special centrifuges, with some profiles exposing pilots to 9 gs for a sustained length of time.
Under negative g, blood pressure will increase in the head, which could result in the dangerous condition known as redout.
Due to the high level of sensitivity that the eye’s retina has to hypoxia, symptoms are usually first experienced visually. As the retinal blood pressure decreases below Intraocular pressure (usually 10–21 mm Hg), blood flow begins to cease to the retina, first affecting perfusion furthest from the optic disc and central retinal artery with progression towards central vision. Skilled pilots can use this loss of vision as their indicator that they are at maximum turn performance without losing consciousness. Recovery is usually prompt following removal of g-force, but a period of several seconds of disorientation may occur. Absolute incapacitation is the period of time when the aircrew member is physically unconscious and averages about 12 seconds. Relative incapacitation is the period in which the consciousness has been regained, but the person is confused and remains unable to perform simple tasks. This period averages about 15 seconds. Upon regaining cerebral blood flow, the G-LOC victim usually experiences myoclonic convulsions (sometimes called the ‘funky chicken’) and full amnesia of the event is often experienced. Brief but vivid dreams have been reported to follow G-LOC. If G-LOC occurs at low altitude, this momentary lapse can prove fatal, and even highly experienced pilots can pull straight to a G-LOC condition without first perceiving the visual onset warnings that would normally be used as the sign to back off from pulling any more gs.
The human body is much more tolerant of g-force when it is applied anteriorly to posteriorly (front to back or Gx) than when applied longitudinally (along the length of the body). However, most sustained g-forces incurred by pilots are applied longitudinally. This has led to experimentation with prone pilot aircraft designs which lies the pilot face down or (more successfully) reclined positions for astronauts. A similar concept, the supine cockpit exists.
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