Metzler Mari M
Aerosp Med Hum Perform. 2020 Jan 1;91(1):51-55. doi: 10.3357/AMHP.5461.2020.
The risks associated with high positive G (+G) aerobatic flight, especially with respect to +G-induced loss of consciousness (G-LOC), are well known. Less appreciated is the effect of negative G (-G) flight on subsequent +G maneuvers, known as the "push-pull effect." This is an example involving the loss of an F-16 and pilot that was caused by the push-pull effect. The mishap pilot (MP) was killed during a training flight when his F-16 crashed without an ejection attempt. The MP, while transitioning from prolonged -G flight to sustained +G flight, maneuvered the mishap aircraft (MA) from -2.06 G to +8.56 G in less than 5 s. At this point, there were only minimal control inputs for 5 s, indicating the MP experienced transient incapacitation, most likely due to G-LOC or almost loss of consciousness (A-LOC). The MP's subsequent recovery attempt was interrupted by ground impact. The Accident Investigation Board (AIB) concluded the MP experienced G-LOC due to the push-pull effect. Since this is not the first time the push-pull effect has resulted in G-LOC mishaps, the adverse effects of such maneuvers should continue to be emphasized during military physiological training, as well as during general aviation (GA) aerobatics training. Furthermore, A-LOC, instead of being considered a discrete phenomenon, may need to be included in a broader G-LOC definition that encompasses the entire continuum of G-LOC and A-LOC.
与高正过载（+G）特技飞行相关的风险，尤其是与+G诱发的意识丧失（G-LOC）相关的风险，是众所周知的。而负过载（-G）飞行对后续+G机动动作的影响，即所谓的“推拉效应”，则较少受到重视。这是一个因推拉效应导致F-16战机和飞行员损失的例子。事故飞行员（MP）在一次训练飞行中丧生，当时他的F-16战机坠毁，他未尝试弹射。这位事故飞行员在从长时间的-G飞行过渡到持续的+G飞行过程中，在不到5秒的时间内将事故飞机（MA）的过载从-2.06 G操纵到了+8.56 G。此时，在5秒内仅有极少的控制输入，这表明事故飞行员经历了短暂的失能，很可能是由于G-LOC或几乎意识丧失（A-LOC）。事故飞行员随后的恢复尝试因地面撞击而中断。事故调查委员会（AIB）得出结论，事故飞行员因推拉效应经历了G-LOC。由于这并非推拉效应首次导致G-LOC事故，在军事生理训练以及通用航空（GA）特技飞行训练中，此类机动动作的不利影响应继续得到强调。此外，A-LOC可能需要被纳入一个更广泛的G-LOC定义中，而不是被视为一种离散现象，该定义应涵盖G-LOC和A-LOC的整个连续过程。
