Thanks for the info my 15 old son watches your videos hes taking all in we go to a lot of airshows and we talk to pilots about flying but watching your videos he now knows a little bit more about what its going to take to become one. He also flys the DCS hornet and watches your video when you where flying it. So thank you so much for what your doing you might know it but your making big difference on are young people
To aspiring fighter pilots: "If" the blender (centrifuge) G-profile is the same as it was for me, at the beginning of your centrifuge ride, they give you a slow spin up at the rate of + 0.1G per second so you can see what your resting G-tolerance is (so to get to 4 Gs, for example, it will take you 30 seconds; you start at 1G and it takes 30 seconds to add an additional 3 Gs). So they spin you up with the increasing G-rate and at some point you need to start doing the AGSM. Then, after you start straining they continue the current spin and take you up to 7 G's to get you warmed up, but they say you can let go of the pickle button (which STOPS the spin and backs off the G level) any time you want after you've started straining. My advice? Do NOT waste your precious energy on going all the way up to 7 just to be a he-man. After going all the way to 7 (which felt like a fricking truck on my chest) I later on, on a different profile, GLOC'd 11 seconds into a 15 second run at only 6 G's because I'd used up so much of my strength. Don't strain harder or longer than you need to. Anyway, happy 'blendering'!
Mover, as a former Viper driver, I know you know what "G-easles" are, however your young audience might want to be aware what they are and what causes them. I last flew the viper in 1994 and your description sure brought back memories! Especially the defensive maneuvering with your body all twisted in unnatural positions. Check-six, Ross
Yeah, I wanted to mention that but I got side-tracked and forgot. That and the feeling of the radius/ulna squeezing together at 9Gs in the Viper. Maybe another video sometime. Thanks for watching!
Ross you should get into DCS like all these other retired pilots. The F-16 is being worked on right now and as you know from watching these videos the DCS community loves real personnel to show us the correct way. I use to fly in a flight sim back in 2002 with an old F-86 pilot and he showed me a lot. He was almost 80 years old playing IL2, a WW2 flight sim, on the computer. If he was still alive he would have loved DCS flying in his plane.
My Guard unit (102nd FW Otis ANGB ) was transitioning from the F-106 to the F-15 back in the 80’s. We had 2 “B” models (2 seaters) that we kept right to the end in order to give us maintainers a ride. I was lucky enough to get on the list. It was an unbelievable experience to say the least. We did a Mach run and at one point we pulled about 5 to 6 G’s if I recall. It felt like an elephant was sitting in my lap, my head was stuck to the the head rest on the ejection seat, and I had the weird feeling of not having full control of my arms. I never had tunnel vision, but as a police officer (Retired now) I experienced it a couple of times in a deadly force situation. It was truly a weird sensation. It was good and bad. Good because I had total concentration on the threat, but bad because I was unaware of my surroundings. They talk about it all the time in the Academy, but not everyone will ever experience it. It turned out o.k. and I was able to subdue the bad guy without having to pull the trigger, thank God. Another great video C.W. Hope your training at Tyndall is going well.
I love reading all the comments, questions, and replies to Mover’s videos. A lot of the questions can be answered in his other great videos. Just to add a comment to my previous reply, I was about 40 years old when I had the ride in the “Six” and wasn’t in the greatest shape, and not real big - 5’ 9 and about 165. After the flight, in what I would refer to as the greatest roller coaster ride in the world, I felt like I just went through 15 rounds with Mohammad Ali. And the next morning, I could hardly get out of bed. My biggest accomplishment was not throwing up during the flight! When Mover says you need to be in top physical shape, he means it! It was an experience I loved and will never forget it.
One of the best things you can "do" is have the genetics for it. If you have a relatively short torso and are under 6' you're likely to be able to sustain G "easier" than people with longer torso builds. Also, short, strong legs can really help. I was told by a flight surgeon that the ideal "build" for a fighter pilot in general was between 5'7" and 5'10" with a 32-34" inseam. Not a hard and fast spec but those body types just naturally can keep the blood "up top" without as much extra effort as opposed to taller/lankier frames. Obviously training/fitness is a big part as well as strong core means you can bear down harder/longer.
@@funkster007 Yeah in addition to fitting in to the cockpit better, he would be about the ideal build whereas "Goose" would not. Besides...no one wants to be a RIO when they grow up. RIO just happens...!lol! Sorry...my era.
Enjoyed your video on pulling Gs. I am an old Navy F-4B back seater (RIO). Most we ever pulled in the F-4 was 8.5 Gs, which really pissed off the Maintenance folks, and the Skipper because our aircraft we 8 G limited due to age. And, we landed back aboard the boat without our wingtip light. The flight surgeons would not believe that we could build G tolerance through repeated pulling Gs and using the proper G strain that you spoke about. After a while we just stopped wearing our G suits because we did not need them for the 4-6 G range normal for our ACM. We could not turn with any of our adversaries, so we fought in the vertical. 34,000 lbs of thrust will help in that regard. That was way back in the late 60s early 70s, so quite a long time ago. But I remember it with affection. Still have my old G suit in the attic.
Great video. The other thing to mention about the T-37 is that in addition to having a very high G onset, pilots did not wear G-suits in the aircraft. We were repeatedly warned about GLOC in UPT, especially in the Tweet because not only was it a very real threat, we were very inexperienced. We were told that the T-37 had the highest G onset rate of any aircraft in the USAF inventory at the time, and while I can’t confirm the veracity of that claim I have no reason to doubt it.
Uh- the REASON why they CAN'T use a G-suit is.....the stick position. F-16's, flown by the USAF Thunderbirds have a side mounted stick....so no prob w/ an air bladder rapidly inflating/deflating. And as Mover stated....the F-18 CAN'T pull the same G-loads as 16's.
@@tommynikon2283 While the stick position you mentioned is correct. I believe the reason the Hornet can't pull the same G-load as the F-16, is due to the structural integrity of the wing on the Hornet, since it is hinged somewhere towards mid-wing.
@@theschoolcop8230 I thought the F18 was a 7.5g jet? Either way, it's a lot...a lot more than most people would imagine. And the G Suit only gives you the equivalent of about 1g protection. I saw Blue Angel #6 crash in Beaufort SC in 2007. Fatal for Lieutenant Commander Kevin Davis. He GLOCd at 6.8g in a rejoin to the 6 ship Diamond formation at the end of the show. So they pull enough to kill you. Unfortunate loss. RIP KOJAK!
Love your content, love your books, I actually just finished the first spectre series book and it was awesome. You are literally one of the main reasons I started to get into aviation. Great work👍
I listened very carefully to the video . Also , my nephew was a Naval Aviator and now flies for Southwest Airlines . No matter how slow the explainations are from both of you , I just cant comprehend how the heck you two men did what you did and still do .. I drove truck for 37 years before retiring and I am confident I chose the right job for me , hahahaha .. My hat is off to you Sir !!
It is so cool that you have these videos that explain so many topics that are very interesting. My 2 kids were really into reading all sorts of books that were about fighter jets throughout their lives. You answer all kinds of questions that they (or me) were never able to read about. Hearing you explain what happens is really interesting. Both son's serve in the Marine Corps. I'd like to thank you so much for your series. Always fascinating. Thank you very much for serving our country. Gratitude for what you learned and telling us about you. All of the hard work it took to become a fighter pilot is so incredible. I hope you know how much you are appreciated and having videos of different circumstances you were in... Thank you for all that you have accomplished and sharing it with us. Your teaching skills are so easy to understand due to the way it is explained. Always looking forward to your new video. It must take a lot of hard work putting it together, having footage in your video that corresponds with what you are talking about. And, they are you. They really fill in the blanks for all kinds of questions that have been a mystery for so long. Be well, take care, and looking forward to next week's episode.
Another great informative video CW! My respect for you guys/gals grows more and more learning what you had to endure. Thank You for your service to our country!
I have respect for pilots dogfighting and trying to focus whilst under the Strain of high G I’ve tried 6 for a full loop in an aerobatic aircraft and the only thing I was focusing on was my breathing, eyesight and straining to keep the blood up
im just a airline mechanic but i love watching your videos and sharing your stories and thank you for letting us experience to be a fighter pilot. might be helpful someday.. 🔧🔩⚙️
Thank you for all of your videos man, I'm seriously considering doing rotc at u of m and trying for a pilot slot and you have helped me a lot in getting a feel for whether it would be right for me
From conscious to unconscious in a sleeper hold is approx 6 seconds. Jiu Jitsu practitioners are trained to count 6 seconds after they apply the rear naked choke (sleeper hold), the carotid artery's blood flow is pinched off and depending how good the practitioner is you can be out in as early as 6 seconds approx. Keep the content moving 'Mover' 👍👌
Thank you so much man for calming me down about being able to withstand Gs, I always felt that that could hold me back more than anything else and you put my mind at ease so I appreciate it
Holy crap, how have I missed this video? I love pulling positive G's. My dad's an award winning aerobatic pilot, and I have had hundreds of acro rides, in a Christen Eagle, and then a Super Decathlon (more tame, but Dad's favorite plane. He likened to putting on well worn comfortable shoes) We'd regularly pull five G's in the Eagle and it was great! Zero G's were even better. Negative G's for more than a few seconds just suck. Inverted flight in the Eagle was so cool 'cause with it's bubble canopy you could just look up at the ground and see so much cool stuff, like traffic, trains, what have you. And I could always flip off my school where the bullies were, Goose style =D
Had no idea there was so much to it. I have a whole new level of respect to know that someone is dealing with the intricacies of maneuvering the aircraft, trying to target lock, AND AGSM on top of it all.
Iv been considering joining the air force as a pilot for some time now but watching your videos and seeing the enjoyment you get from doing your job has been the push I needed .I am planning to join the RAAF soon thank you for inspiring me and giving me the push I needed
I'm really happy you mentioned the strain on your neck from the weight of one's head. Many people overlook this aspect of G Affects. They don't consider that reaching out to click a switch isn't easy (or often done) under G Loads because your arms become SOOO much heavier with G's too. They can be hard to lift and even harder to hit a specific little wee button too.
Thanks for your great clips! Although I'm aiming for an airline pilot career here in Germany (got my selection in 4 weeks) it's so calming to see that all the high-professional aviationers are just normal human beings. Especially your motivational video really boosted my self-confidence. Work hard, fly high :)
GREAT vlog per usual Mover....taking us into your world. And my Dad's. He was a USAF fighter pilot, flying F-84's, 86's, 100's, F-4's, and A1-E Skyraiders in Vietnam. (er Laos and Thailand....Shhhhhh) Had to punch out twice in his career; proud member of the Caterpillar Club. And still around at 88.
I was always curious about the effects of G. Thank you for the video. And that "if you've won a world war...." LOLOLOL. First time I heard that about imperial/metric. I LOL'ed on that comment. Smooth, very smooth. Finally, I enjoyed your book Executive Reaction and am now moving on to Brick by Brick.
I've been wondering, between the reclined seat of the F-16 and the more "straight" seat of the F-18, which is more comfortable/uncomfortable to be in for a long flight and why? What gets sore first and the worst? Lol. Thanks!!
I’m not a guy who’s at all interested in even riding in a jet because it’s scares me, but I find it incredibly interesting what fighter pilots go through! This really clears up why pilots where the mask. And learning how people need to breathe. You mention the F 22. That thing turns on a dime! I can imagine the Gs pulled it that jet. I wonder about the F 35. I think that’s an F 16 replacement? Besides the Harrier.
As an aviation tech bachelors holder; bleed air is air that comes from the engine but hasn't interacted with fuel or combustion. Im unfamiliar with the military side of things as far as where in the engine the bleed air comes from, but on civilian commercial air liners bleed air tends to come from the second or third compressor stage of a turbine engine. This air is then used to pressurize the cabin or if it is coming from an auxiliary power unit (APU) it can also be used to start the main turbine engines while the aircraft is on the ground. Note: Compressor stages are rows and rows of metal fan blades that steadily compress the air going into the engine until it gets so compressed and hot, that when fuel is sprayed in at the combustion chamber, the fuel spontaneously ignites.
The info I’ve gotten from these videos have been both invaluable and entertaining as I get ready to start my path towards becoming a pilot. Glad I never skipped leg days
Love your videos man. I went through Indiana State’s aviation program. Always wanted to do what you do, but various life circumstances prevented me from going after the fighter slot. You’re a lucky dude!
Watching the wings flex on that Hornet is intensely satisfying... Thanks for all the good info, Mover. As an aspiring commercial aviator (who kind of has the "fighter itch"), I love watching your videos. All the best.
I came across your page this year and I'm truly pissed at myself for never finding your page eariler. Ever since I was a kid I wanted to be a fighter pilot. I knew I wouldn't become a pilot but I always stayed in with American aircrafts. Of course my all time favorite is the F-22 Raptors and F-14 Tomcats. But watching your videos informers me on all the things I didnt know about being a pilot and how realistic alot of these movies are. I introduced my father to your page and we joke with each other. He loves helicopters and I love military aircrafts. I just wanted to Thank you for all your great videos and information you put out there for us. I definitely gotta look for your books especially Spectre series
Thank you for your advice and information. I have already taken a step towards my fighter pilot career by calling the Airforce ROTC down at James Madison University ( I think thats correct) in Maryland, and asked many questions and got good news about what I could do as a major and that all I really need was to get around 10% on the math on the qualifying test. Though I am going to want to study as if I am going to be taking an SAT. Going to probably need to get a tutor since it would help me understand the math better. Thanks again and I really look forward to your next video!
I remember watching the Canadian show about the guys learning to become Hornet pilots and when watching the centrifuge episode, I was sitting there tensing up and breathing like them :D
When I was a pilot cadet in RNORAF, we had a few flights where instructors would be evaluating our flying skills to form an impression on what aircraft type would suit us the most. What are being payed attention for a case like this?
Actually aerobatic aircraft can sustain high Gs. Have you SEEN an Extra in a race? They actually pull over 10Gs sustained sometimes when they loop around.
I fly and compete in the Extra 300L. I will never forget the sheer raw COMPRESSION that was 8g followed by an embarrassing accelerated stall on my first flight lol. I LOVE it and cant get enough of it!!! Currently going through the application process to get picked up by the ANG. Thank you for the motivation and for doing what you do brother Mover!!! #ByrdInspirationAirshows
Thanks for the ❤️ on my other comment. I think it’s really cool that you transferred over to USAF from the Navy. You hear so many people say Navy is better, USAF is better, this and that. There’s a lot of rivalry and poking fun at the AF but it’s cool that you went for the transfer. My grandfather and stepfather are both AF vets, my step brother is retired USN. My grandfather joined back when it was Army Air Force. Respect from California, -Christa
I just watched this video.I learned so much,regarding the instantaneous and Sustained G`s( this may sound like elementary school to you)the more G`s you pull the more blood pools in the legs,putting a strain on the Heart causing decreased Cardiac output,which is Heart rate X Stroke volume,that is where good hydration comes into play,where dehydration will cause decreased stroke volume.,less 02 to the brain.As you are climbing and increasing G force with high thrust to weight ratio,causing the sensation of an elephant sitting on your chest( sounds like an induced type of angina to me),the G suit is inflated at 4 G`s, forcing blood to brain,as well as the helmet inflating holding the mask by centrifugal(?) force to your face at 100 percent/L/min. and if you exhale improperly all O2 is forced out of the lungs,causing a decrease in functional residual capacity,according to level of G force,and you are unable to expand the lungs again.What if you had a small instrument similar to a pulse oximeter(either fixed in the pilots glove or helmet )that could measure a sensitive rise in CO2,since you are essentially increasing Co2 while taking small rhythmic breaths,when using your anti G straining maneuvers/or a fall in O2,during a climb and employ a type of (PEEP)positive end expiratory pressure that gives the pilot a burst of positive end pressure that will keep the lungs inflated and deliver more oxygen to the brain.It would keep the pilot from G LOC,maybe relieve some of the chest discomfort? Does that sound feasible, the hose would have to flexible so the pilot can turn his head as necessary or are you thinking of throwing tomatoes at me.....Jan
Please consider getting all of your books in audio format. I'm huge Audible user, and have already listened to all of the books you have there. I spend hours on the road and so don't have time to read traditional books and depend heavily on audiobooks to feed my reading appetite. :) The Alex Shepherd book was fantastic. Nicholas Dunker was excellent. I had some trouble getting used to Thomas Block in the Spectre books and would recommend using Dunker for all of your future Audio books. My son has said he was going to be a pilot from about the first he could talk, and lives/breathes aviation. As a result of his youtube viewing, one of your videos came up in my feed and I then saw you were an author and promptly purchased the 3 audiobooks on Audible. I'll buy any others you put out. Keep up the good work and thanks for the great videos here on RU-vid.
Nah, you Viper guys know all about "GFM". Put the LV on the bandit and pull baby! So easy a caveman could do it. LOL Kidding aside, here's an honest to god quote from the wayback machine, @ the Homestead Air Show 2010: Gonzo: "Hey man! Long time no see! What's up?!" Mover: " 9Gs overated, dude." Gonzo: "......." xD I will say, a large portion of the injuries in the -38 side happen on the IP side, especially IFF, due to the students untimely/incorrect onset of G-pull without the IP having the opportunity to reposition to save the neck/back/shoulder and associated joints. I expect this to quickly become an emphasis item with the T-X and its original design proposal of sustained 6.5G (AF program specifications called for sustained 6.5G at or above 15,000 pressure altitude at less than M0.80, with not more than 15 degrees NL and less than 2k altitude loss). The Boeing T-X as presently manufacturer beats that in spades (a 9G aircraft at the light weight limit), so necks beware.
I pulled 9.6 G's in a T-38. It was an emergency (an unplanned reverse Immelman, below 10,000 feet) and, at the time, my head was down below my knees. Hey! I could see perfectly well....No Black out. No tunnel vision. Unfortunately, all I could see was my boots. The other plane I was following and I got in A LOT of trouble for it. Note: The T-38's wings pop off at a little over 10 G's.
Love the videos with your narration. I was Marine Corps enlisted so I have a bit of a Military background. But my dad is a retired Navy Captain and was a ECMO in the Prowler and former CO of VAQ-139. I have a passion for Military aviation. So Mover these videos are awesome. Also when I was able a avid DCS virtual pilot haha.
I love the F18. It's a video of this plane that confirmed my wish to be a pilot 4 years ago. But I will never fly this plane because I am French. But maybe I'll have a chance to see it because the French Navy sends their future pilots to do their last years at NAS Pensacola and NAS Meridian
Thank you man now i have a greater understanding about the G's from what i knew ,,, That was a greater way of explaining the pressures of G levels when due to blood pressure leaving the brain and causes of passing out and the ways of preparing yourself to breathe during the G's with the letting the air out bit by bit but not in a whole when at first before the G's to take a big gallop of air. Good info on the gym workouts to prepare the body from harm during G's as well ,,,, message well putted.
There's a guy that was on Stan Lee's Super Humans that was a stunt pilot. If I remember right he was able to withstand 14gs. 11 was like no big deal to him. Insane.
"put a man on the moon" la di da. first of all you put a man on the moon using metric and following that crashed the mars climate orbiter because you had to convert from imperial to metric and did it wrong
i pulled 9.5 G's. At the time my head was pushed down so far I was looking at my boots. I'm guessing since my head was below my body, I didn't black out. But I wasn't getting much flight information..from my boots...so my ability to see was N/A. I was trying to pull out from a very steep initially...inverted dive.... in trail behind the guy I was trying to follow. I had no idea what the orientation of the aircraft was, in terms of pitch or with respect to the earth. Obviously I couldn't see out or see any instruments. I finally decided I couldn't do that all day and if I was close to the ground, and heading down, I had better start planning to bail out. So I released back pressure on the stick and I was able to lift my head up. Thank GOD I was about 20 degrees nose high on the ADI. After checking the Dash-1 aircraft manual...for the fuel weight I was carrying at the time,..... the aircraft's wings pop off at 10.5G's. Whew! And a reflection on your comments: It's also been shown that overweight pilots are able to withstand higher G's without loosing their ability to see. Also the "Valsalva" grunt didn't do ANYTHING for me in that dive. And when they say "Black Out".... most people assume the pilot is loosing consciousness. No..Black out means blood is draining from the eyes so you're conscious....but you can't see!
I got to ride several times in the back seat of an F -101 in 1960. All our pilots would try to put your lights out with a high G turn. The pilot could not see me very well in the back seat. We had no G suits so they just pulled hard enough to put your lights out. When the turn started I pulled my knees up to my chest and wrapped my arms around my ankles. The tighter the turn the tighter I pulled. It was my personal G suit. I was the G man and never told anyone about my homemade G suit.
Wow. 4 G and breathing normally. Those G suits are awesome. However, it's so much more to say I have pulled 7 G without one than for you to say you pulled 9 G with one! But you are definitely right about that humility thing.
@@CWLemoine So did you study physics for 5 years too, or are you just talking from ego? Your statement does not constitute a scientifically rational argument. Maybe if you can give me some numbers...
@@CWLemoine I am also wondering how that statement could be true given the fact you are wearing an on demand oxygen mask?? I suppose I could go study even more physiology and figure this out but it really doesn't matter that much.
Wow. Not ego. Experience which happens to be based in sound physics and physiology. G-onset rate varies significantly as well as the aircraft’s ability to sustain the G forces. An Extra won’t do 9Gs for 15 seconds. I’ve flown both civilian and military and they are worlds apart in ability to sustain Gs and rapid onset rates. And yes, 7 with or without a Gsuit feels much different than 9.
Good video. There are more parallels than I expected with my flying. I fly competition aerobatics and at the start of each training session I also make a series of turns to ensure I'm ready for the repeated pulls to of up to 6G that I encounter in a compeition sequence. I use the 'hic' technique when straining, and often put my left arm up to the canopy bow to allow the blood in to drain down toward my heart.
Outstanding, in-depth presentation Mover! The 30 degree seat angle sure helps with G attenuation -- Going from the 38 to the 16, I felt pulling 9 was commensurate to 5-6 in the trainer. Did that angle ever give you neck strain when trying to scan the ground? Keep 'em coming brother.
The hick maneuver sounds a lot like the same respiratory exchange used in weight lifting to trigger the flight or fight response as well as mobilize adrenaline during the lit, I never thought about it being used in flight like that!
@Marcel Huchwajda You would shit your pants in that metal cage. I think ist was not quite joy ride in those back in the days. My neighboor fly in those in the '80 for Yugoslavian Army. And I had been in cockpit in one of those. Those are flying coffins.
I'm pretty sure I heard him mention (during a DCS Sim video maybe ?) that he would have liked to have flown the F-16 but he flew the F-18 so it was of course his favorite.
I found this channel looking for a Top Gun 2 reality check. "Fighter Pilot Reacts to TOP GUN: Maverick Trailer" I've subscribed because of videos like this. Lots of detailed oriented info. If you like to learn about fighter jets and what it takes to fly them, this is the place. And Chevrolet Performance too. Nice! BTW, Piloting a fighter jet looks like the world's greatest roller coaster ride. Thank You!
On the topic of G's, this video covered some good human factors and that got me thinking. What's the effects of continuous G strain on the aircraft? Especially those exposed to it on a daily/weekly/regular basis like trainers or such? Do they require any special attention or regular checks by maintenance for certain things? I'd love to get the scoop on that side of things?
Wolfy Blue All Aircraft go through post flight inspections and hourly inspections. The longer the air time, the more intense the inspections. Panels are removed from the airframe and visually inspected and some areas are checked with x-ray equipment. On post flight inspections, the crew chief will check a “G” meter to see if the aircraft “over “G’d” the aircraft’s limitations. If so, a whole lot of panels are pulled and the airframe inspected. In my unit, it was a tradition to give the pilot who over G’d the aircraft some tools and made him give a helping hand! It was all in fun and they were glad to join in and also buy a few rounds at the NCO club afterwards.
@@copflyer6569 Awesome info! Thanks for sharing some of your knowledge with a random person on the internet :p! Seriously didn't know that X-Ray equipment is used in the post flight inspections, bet I guess you learn something new every day.
9.8G?! Even for seconds is massive! You are a war machine! And about the guy that G-LOCed and died, sadly ROE are writen in blood! Best regards for all fighter pilots.
Worst incentive flight I ever did was for a maintenance guy who was a body builder. He had no problems pulling 9Gs and wanted to do it again and again and again. Of course I had to oblige, but damn it was a workout.
@@CWLemoine the guy who could pull the most repetitive Gs on the squadron smoked and was a bit chubby. They joked it was because he had so much plaque in his arteries. Slowed the blood flow.
Yeah, it's funny because the Air Force's ideal airman (skinny, runs a mile and a half fast, etc.) is the exact opposite of what is good for pulling Gs (higher bp, muscular, anaerobic fitness)
