Can somebody explain GLOC to a non-pilot?

Try here: https://en.wikipedia.org/wiki/G-LOC

https://en.m.wikipedia.org/wiki/G-LOC

A couple of questions if I may?


Does Typhoon not have an automated protection system to prevent G-LOC induced issues?


When its said that Typhoon can 'bite' what does that mean-isn't it almost impossible to depart from controlled flight due to the automation in the Flight control system?

Awful tragedy indeed.... Saw several videos yesterday, and stills popping up in the media...

This one is the most haunting of them all - full reheat microseconds from the point of impact with the sea?

https://cdn.aviation-safety.net/phot...23948006_n.jpg

Oh boy, that reminds me of the F-18 crash in Bethalto, IL by Jeffrey Crutchfield in June 1996. He was practicing for an air show in the Czech Republic, and his boss and family were there.
He also had a Pitts Special that he did exhibition flying in on weekends. He went into a reverse half Cuban-8 maneuver and came over the top WAY too low. He had briefed with his boss to come over the top at 3500', but on this one he did it at 1500', way too low to recover. Due to rigging, the aircraft limited him to +4 G. He might have survived the crash, but hit a cinderblock garage and a large tree.

After a squabble over who would investigate (the Air Force owned the aircraft, but it was a civil flight on leaseback to McDonnell-Douglas from the Air Force) and so eventually the NTSB took over the investigation. I was fascinated with how such a massively experienced pilot could screw this up, so bought the NTSB report. Fascinating reading, not even a hint of a real explanation. (Crutchfield was a Navy top gun graduate, Navy test pilot, and then McDonnell-Douglas test pilot.)

A very haunting picture, Hunter. GASP! Burner cooking and a late pull to show the crowd how low you could recover/not recover. A long vertical leg prolly in burner before the pull. I don't like it.


@Treble and others, RE: Gee-loc

The Wiki entry is flawed. The deal has to do with blood to the brain. No fresh blood, lala land.

We did not see a lot of complete loss of concsiousness before we had the jets that had high pitch rates and plenty of available gee.

The old deal was tunnel vision, then grey, then black. You could still hear, but that's it. The gee-loc we saw in the Viper was different. The victim went from "normal" to complete lights out in a few seconds.

I was there for one in back seat of a family model.

The medics found that the onset rate of the gee was a significant factor, and not total gee. If you clenched up from neck to chest to gut just a second or two before yanking, then you did not go to lala land. Been there many times and most were as an IP and the stoopid nugget would yank when I wasn't expecting it. I never blacked out, but I was used to stoopid moves by the nuggets and could clench my neck quickly to trap blood in the brain.

TO, to answer your questions;

1. Although there are several systems including GPWS, Auto slow speed recovery (anti-departure) and a disorientaion recovery facilty (think auto-UP recovery), only the latter two are linked to the Flight Controls. In short, there is nothing to monitor or counter the effects of g-loc ala F16. Likewise, ASLR/DRF don’t use GPWS to prevent the jet flying into the ground when ‘she’ is in control.

2. Despite being a high performance jet, mishandling will still result in CFIT. In this particular case, nose low at high speed would quickly see the g-limit being the limiting factor not alpha. The acceleration of the jet in reheat, aided further by ‘gods g’, will only see the turn radius increase despite being at maximum g.

In short, if fighting single circle with terra firma, then fly at min radius speed; a speed much less than that assessed in this event.

Sad indeed but he's not the first to die in those circumstances. Why oh why do they do it?

It’s a fighter plane..
Pilots are in the military to fly fighter planes and bombers in war. People get killed in war, also pilots.
Train as you fight and fight as you train. Every military since the Dawn of Time has had Training deaths.
What do you mean why do they do it?

Cause of accident solved, news last night. "The aircraft didn't pick up enough speed to be able to pull back up in the air". Word for word.

NTSB report narrative of that crash online here:

https://www.ntsb.gov/_layouts/ntsb.a...96FA211&akey=1

Lot of thrust in the Typhoon.
Haven't flown in the real thing - but did fly the sim at Farnborough.
"A touch faster," says the Chief Test Pilot.
Barely nudged the throttles, I swear.
Grey haired, disapproving look.
"Well done. You've just smashed every window in the South East."

RIP fellow aviator..

It wasn't a combat manoeuvre. We all know that a roll and pull through results in high speed and uses a lot of sky.

Thank you AUTHENTICATE for taking the time to answer.

I think this is key. Typhoon is a slippy beast and will accelerate easily from being incidence limited (best turn rates) to acceleration limited. Burner is the last thing you want. The panic pull bit of the stick travel could help (gives more incidence up to a higher load limit) but may not be enough depending on circumstances. Perhaps he waited too long before the Martin Baker option?

EAP

What a horrible accident - saw the video last night, sickening :(


Condolences to the pilot and family.

I think that was meant as a question about why do pilots persist with trying to complete manoeuvres when they don't have enough height/speed/didn't make the gates.

How does an experienced and presumably talented pilot feel compelled to show how good he is in such display scenarios?

Indeed
http://www.pprune.org/italian-forum/...ml#post9902634