Date amended:
External
Statements of Principles

Cervical spondylosis - Flying in high performance aircraft Factor

The RMA has defined 'high performance aircraft' as meaning "an aircraft capable of routinely sustaining a positive G force of four or more".

The first planes that were "high performance" or "high G" were the fighter planes introduced during World War II, such as Spitfires or Hurricanes.  The wearing of anti G suits (to prevent loss of consciousness) became commonplace after WW2, and if worn by the aircrew, is a good indicator that the aircraft was liable to pull high positive Gs in common flight profiles.  However, anti G suits would not be worn in heavy bombers, transport, helicopters etc, indicating that sustaining G forces was not an expected part of that aircraft flight profile.

With WW2 aircraft anti-G suits were not necessarily available. In these circumstances it may be necessary to look at the role of the aircraft (were they used in a fighter combat role), or if the aircraft had a number of roles, the role of the claimant (what type of missions did they fly).

The following aircraft may be considered "high performance aircraft". NOTE: this is not an exhaustive list.

  • A-4
  • A-6E
  • A-7
  • AV-8B
  • CT4
  • General Dynamics F-111: 1973 -
  • F-5
  •  F-14
  • F-14B
  • F-15
  • F-16
  • Hawk jet trainer
  • McDonnell Douglas F/A-18 Hornet: 1985 -
  • Kittyhawk (the fighter used in greatest numbers by the RAAF in WW2)
  • OV-10A (flown by US forces in Vietnam)
  •  TA-4J
  • Meteor
  • GAF/Dassault Mirage III: 1964 - 1988
  • Mustangs (RAAF service 1945-1960)
  • McDonnell Douglas F-4 Phantom II: 1970 - 1973
  • CAC/North American Avon Sabre: 1954 - 1971
  • McDonnell Douglas A-4 Skyhawk (RAN): 1967 - 1984
  • De Havilland Sea Venom (RAN): 1956 - 1967
  •  T-38
  • Vampire (RAAF, RAN): 1949 - 1960
  • Wirraway (RAAF, RAN): 1939 - 1959

Trainers

  • CAC/Macchi MB-326H (RAAF, RAN): 1967 - 2001 +7g limit
  • PAC CT/4 Airtrainer: 1975- 1993 +6g limit
  • Pilatus PC-9: 1987- +7g limit
  • BAe Hawk: 2000- +8g limit

The following aircraft are not considered "high performance aircraft". NOTE: this is not an exhaustive list.

  •  Canberra bomber - although the airframe could withstand +4g (structural limit), the speed and manoeuvrability of the aircraft was such that in normal operation it didn't have the performance to exceed +2g.
  •  Caribou
  •  Helicopters
  •  Hercules
  •  Orion
  •  CAC Winjeel: 1955 - 1994
  •  Hawker Siddeley HS.748 (RAAF, RAN): 1966 - 2004 Transport aircraft
  •  Beechcraft Super King Air (RAAF): B200 1997 - 2003, B300 2003 - Transport aircraft
  •  VIP aircraft

For aircraft not covered in these lists, the following site lists all RAAF/RAN aircraft:

http://en.wikipedia.org/wiki/List_of_aircraft_of_…

Information may also be available from the RAAF. If you need to check whether specific aircraft were capable of routinely sustaining +4G, submit a request through DocTracker and the Single Access Mechanism (SAM) group will endeavour to obtain the information.

Any relevant information obtained about additional aircraft should be forwarded to DVA's Decision Support Unit so that CCPS commentary may be updated.

· Exposure to positive G forces of 4 or more

· Physical requirements, duties, and workplace hazards of specific military occupations

Last reviewed for CCPS 22 December 2008.

Investigative Documents

Type

Title

PDF Format

Word Format

Claimant Report
Flying in high performance aircraft
Document
Document
Preliminary questions [32064]

32117 there is some evidence that flying in high performance aircraft may be a factor in the development or worsening of the condition under consideration.

32119  the veteran has established the causal connection between flying in high performance aircraft and VEA service for the condition under consideration.

32120   the veteran has established the causal connection between flying in high performance aircraft and VEA service for the clinical onset of the condition under consideration.

32122  the veteran has established the causal connection between flying in high performance aircraft and operational service for the clinical onset of the condition under consideration.

or

32123  the veteran has established the causal connection between flying in high performance aircraft and eligible service for the clinical onset of the condition under consideration.

or

7334     the clinical onset of the condition under consideration occurred after the end of the veteran's last period of VEA service.

7335     the condition under consideration permanently worsened.

32121   the veteran has established the causal connection between flying in high performance aircraft and VEA service for the clinical worsening of the condition under consideration.

32124  the veteran has established the causal connection between flying in high performance aircraft and operational service for the clinical worsening of the condition under consideration.

or

32125  the veteran has established the causal connection between flying in high performance aircraft and eligible service for the clinical worsening of the condition under consideration.

Clinical onset and operational service [32122]

32126 the veteran flew in high performance aircraft for a cumulative total of at least 500 hours within any 10 year period.

32128 the veteran flew in high performance aircraft for a cumulative total of at least 500 hours within any 10 year period before the clinical onset of the condition under consideration.

32132 operational service made a material contribution to the veteran's flying in high performance aircraft for a cumulative total of at least 500 hours within any 10 year period before the clinical onset of the condition under consideration.

Clinical onset and eligible service [32123]

32127 the veteran flew in high performance aircraft for a cumulative total of at least 1000 hours within any 10 year period.

32129 the veteran flew in high performance aircraft for a cumulative total of at least 1000 hours within any 10 year period before the clinical onset of the condition under consideration.

32138 the clinical onset of the condition under consideration occurred within the 25 years following the 10 year period during which the veteran flew in high performance aircraft for a cumulative total of at least 1000 hours.

32134 eligible service made a material contribution to the SOP requirements for flying in high performance aircraft before the clinical onset of the condition under consideration.

Clinical worsening and operational service [32124]

32126 the veteran flew in high performance aircraft for a cumulative total of at least 500 hours within any 10 year period.

32130 the veteran flew in high performance aircraft for a cumulative total of at least 500 hours within any 10 year period before the clinical worsening of the condition under consideration.

32140 the accumulation of at least 500 hours flying in high performance aircraft within any 10 year period commenced after the clinical onset of the condition under consideration.

32135 operational service made a material contribution to the veteran's flying in high performance aircraft for a cumulative total of at least 500 hours within any 10 year period before the clinical worsening of the condition under consideration.

Clinical worsening and eligible service [32125]

32127 the veteran flew in high performance aircraft for a cumulative total of at least 1000 hours within any 10 year period.

32131 the veteran flew in high performance aircraft for a cumulative total of at least 1000 hours within any 10 year period before the clinical worsening of the condition under consideration.

32139 the clinical worsening of the condition under consideration occurred within the 25 years following the 10 year period during which the veteran flew in high performance aircraft for a cumulative total of at least 1000 hours.

32141 the accumulation of at least 1000 hours flying in high performance aircraft within any 10 year period commenced after the clinical onset of the condition under consideration.

32137 eligible service made a material contribution to the SOP requirements for flying in high performance aircraft before the clinical worsening of the condition under consideration.