The G Machine

Riding an Atlas into space was a piece of cake compared to pulling 32 Gs on the Johnsville centrifuge.

  • By Mark Wolverton
  • Air & Space magazine, May 2007
View Full Image »
To test human responses to G forces the Navy put subjects in a 10- by six-foot oblate steel sphere at the end of a 50-foot arm. To test human responses to G forces, the Navy put subjects in a 10- by six-foot oblate steel sphere at the end of a 50-foot arm.

Courtesy Doug Crompton

(Page 3 of 3)

Not everyone was a “G monster” like Cloak. For Barry Shender, one go-round was enough, a routine familiarization ride that didn’t exceed a mild 3 Gs. “I’m not the roller-coaster-ride type,” he admits. Centrifuge engineer Bill Daymon was another one-timer, although in his case the purpose of the ride wasn’t familiarization but basic troubleshooting. “People were hearing noises, and I took a 3-G ride to listen to it,” he recalls. “That was my only ride. The year before I had had bypass surgery, and they were rather reluctant to let me ride it again.”

Subjects generally rode the centrifuge in one of two modes: closed-loop, or dynamic flight simulation, in which the rider had full control over the movements of the centrifuge; and open-loop, or “meat in a seat,” in which the rider was essentially a lab rat at the mercy of the researchers. Riders were usually given various tasks to perform under the G stresses, such as flying simulated combat missions and other activities demanding certain cognitive or motor skills. Doctors monitored all test subjects at every moment, and both the subject and the doctors had the capability to immediately stop the ride. It’s a testament to the Johnsville researchers that no one was ever seriously injured riding the centrifuge.

Despite the discomfort and dangers, willing volunteers were never in short supply. “You have to give a lot of credit to the folks that volunteer to do it,” Shender says, “because basically we beat them up every day, and they come back.” So why did they clamber into the belly of the beast? “Motivations like I want to see what I can do physically. I want to do something that would make good stories. I want to do something that’ll get me out of the office today.” Subjects could also score a souvenir. “If they like, we give them a video of their experiences in the centrifuge so they can show their family and friends when they lose consciousness and how silly they looked.”

The centrifuge research has had a lasting impact on the training of military pilots, the development of anti-G suits and techniques, and the design of aircraft and spacecraft systems. Aside from the biomedical effects of high Gs, the Johnsville researchers investigated practical problems, including the disorientation of Navy pilots following night catapult launches from a carrier, and spin recovery techniques in fighter aircraft such as the F-4B Phantom and F-14 Tomcat. Such projects used the centrifuge’s flight simulation capabilities to full effect. Sometimes the centrifuge was used to re-create the conditions of puzzling crashes that might indicate aircraft design flaws.

The last decade of operations at Johnsville saw one of the centrifuge’s most important contributions. “Back in the ’90s there was a mandate from Congress that everybody should be able to go into the tactical cockpit, boys and girls, small people, big people,” says Shender. “We developed what we called the Gender Neutral Study, where we wanted to ask the question: What happens if you’re a small female and you get put into one of these high-performance jets? Can you fly? Can you eject? Can you hold your head up?” As it turned out, women can more than hold their own against the flyboys. “We established that they can certainly fly high-G maneuvers without any difficulty, and certainly [have] comparable acceleration tolerance with the men,” says Shender. “These female subjects had a good time doing it. And they didn’t complain nearly as much as the male subjects do.”

In 1996 the Warminster base fell victim to the Base Realignment and Closure Act, and the Naval Air Warfare Center moved to the Navy’s Patuxent River facility in Maryland, leaving the centrifuge behind. Veridian Corporation, a private contractor, kept it spinning for mostly Navy programs for a while, but by 1999 mounting costs forced the wheel into retirement. Although centrifuge work continues at other military and NASA centers, “we’re sort of gearing down,” Shender says regretfully. The center of the action appears to be shifting overseas, with new centrifuges in Sweden and Japan. None measures up to Johnsville in capabilities or sheer engineering chutzpah.

As for the Johnsville centrifuge, proposals for its future use range from the sedate, such as turning the facility into a museum, to the outlandish, such as turning it into a thrill ride—an unlikely scenario, given that the deaths of two riders on Epcot Center’s “Mission: Space” simulator were linked to G-induced stresses. Shender and Cloak continue their work in acceleration science at the Naval Air Warfare Center at Patuxent River, while veterans of the center like Bill Daymon meet at reunions to trade war stories. Regardless of whether the Johnsville centrifuge ever spins again, its legacy in aerospace history—and in the memories of all who rode it—is secure.

John Glenn called it a “dreaded” and “sadistic” part of astronaut training. Apollo 11’s Michael Collins called it “diabolical.” Time magazine referred to it as “a monstrous apparatus,” a “gruesome merry-go-round,” and, less originally, a “torture chamber.”

The Johnsville human centrifuge—the machine everyone loved to hate—was operated by the Navy at its Naval Air Development Center (later the Naval Air Warfare Center) in Warminster, Pennsylvania, just outside Philadelphia. For almost 50 years—it ceased government operation in 1996—the centrifuge was the world’s most powerful and versatile tool for studying the G forces that are an inescapable part of flight.

In his 2006 book Getting off the Planet: Training Astronauts, Randall Chambers notes, “Very early in the space program, amusement park rides were considered as possible research vehicles to study acceleration forces.” But Chambers, the scientist who trained all the early astronauts, soon realized that such machines wouldn’t take the extreme forces and sustained abuse needed to conduct serious studies on humans. A high-performance centrifuge, a machine that could produce high acceleration and thus high G-forces by rapid rotation, was the only solution.

By July 1950, inside a giant round 11,000-square-foot building at its Johnsville facility, the Navy had completed the world’s largest centrifuge, which consisted of a 10- by six-foot oblate sphere steel ball, or gondola, at the end of a 50-foot arm. (The oblate sphere gondola was later replaced with a 10-foot-diameter sphere.) A 4,000-horsepower electric engine at the other end whipped the arm around a huge chamber. The dual-gimballed gondola, mounted to the arm on rotating bearings, allowed the test subject to be oriented in various positions relative to the applied G force. This enabled the centrifuge to be used as a “dynamic flight simulator,” capable of accurately reproducing the sensations experienced by pilots in various flight maneuvers. Researchers reveled in the opportunity to study G forces under controlled conditions at levels previously accessible only in high-performance aircraft. Simply by turning the gondola as it spun about the arm, experimenters could subject pilots to positive Gs (“eyeballs in,” with acceleration in a head-to-foot direction), negative (“eyeballs out,” foot-to-head, similar to a rapidly descending elevator), transverse (chest to back), and practically every other variation that might be experienced during flight.

The Johnsville centrifuge rose to stardom at the beginning of America’s space program. It started operating with the training of pilots for the North American X-15 hypersonic aircraft and hit its stride with the Mercury manned spaceflight program.

“We were really worried about what was going to happen when we started spaceflight,” says Barry Shender, a biomedical engineer and specialist in acceleration stress who worked at Johnsville. The centrifuge’s flight simulation capabilities made it possible to reproduce all the ways various spaceflight scenarios could affect astronaut performance. “We did the early Mercury training of John Glenn and [Wally] Schirra and all the rest of those guys just to learn what happens if we go up to these sorts of accelerations in these different vectors,” Shender says. “We were talking about reentry and during takeoff, long-term exposures. So if we’re going to develop these ballistic profiles, how much can people take? It was a great unknown.”

For the Mercury, Gemini, and Apollo astronauts, the “wheel” was both a rite of passage and an invaluable training tool. “Whirling around at the end of that long arm, I was acting as a guinea pig for what a human being might encounter being launched into space or reentering the atmosphere,” Glenn recalled in John Glenn: A Memoir. “You were straining every muscle of your body to the maximum…if you even thought of easing up, your vision would narrow like a set of blinders and you’d start to black out.”

One objective of such ordeals was to teach an astronaut to counteract the G demons by using breathing techniques and muscle contractions. Michael Collins recalls in his 1974 autobiography Carrying the Fire: “If you breathe normally, you find you can exhale just fine, but when you try to inhale, it’s impossible to reinflate your lungs, just as if steel bands were tightly encircling your chest. So you have to develop an entirely new method, keeping the lungs almost fully inflated at all times, and giving rapid little pants ‘off the top.’ ”

Some people not only tolerated the centrifuge, but strove to test its limits—and their own. “Things were different in the ’50s and ’60s,” Shender says. “You could wake up in the morning and think, Let’s do something crazy today, and then do it.”

In August 1958 Navy Reserve officer Carter C. Collins rode the wheel to more than 20 Gs for a record 54 seconds. Later that day, R. Flanagan Gray, a civilian psychologist, repeated the feat. A year later, Gray would go on to greater fame as the first man to ride the “Iron Maiden,” a project that began with a rather odd idea about counteracting G forces.

“I think it started when somebody spun a fish and didn’t notice anything irregular about the fish because of the high Gs,” says Stephen Cloak, a Navy research engineer and veteran centrifuge jockey. “So they postulated that if we put a human encased in water, it would dissipate the G forces and they could take high G.” The Maiden was an aluminum capsule designed by Gray, sculpted roughly in the shape of a seated human, that could be filled with water. Gray stayed alert throughout the 25-second run up to 32 Gs, suffering only mild sinus pain. “He was another one of these late ’50s, early ’60s guys that just kind of kicked the tires and went at it,” says Cloak. Gray wanted to go to the full 40-G capability of the centrifuge, but the Maiden was too big to fit inside the gondola and so had to be mounted farther inward along the arm, where 32 Gs was the maximum acceleration possible.

In the late 1950s, two scientists, Carl Clark and James Hardy, had a more daring idea. Physics dictated that if a spacecraft could be steadily accelerated at 2 Gs, it could reach the moon or Mars in days or even hours. But could a human being survive the constant acceleration? Clark used the centrifuge to find out.

“He essentially moved into the cab, brought his La-Z-Boy from home, and stayed in there at 2 G for 24 hours,” says Shender. Clark slept, ate, worked, and lived at two Gs for a full day under constant medical surveillance. He suffered nothing more than fatigue. Further marathon rides were planned, but more immediate space missions loomed and the idea was set aside.

One factor that eventually discouraged the sportier research projects was the mounting evidence of all that could happen to the body under acceleration. Under high Gs, Cloak explains, “you’re insulting the brain with a lack of oxygen in the blood. Each person’s brain is a little different, so you don’t know what’s going to happen.” Aside from G-LOC (for “G loss of consciousness”), possible effects included motion sickness, disorientation, anxiety, euphoria, and confusion. Cloak adds, “You get swelling of the feet and ankles, ruptured blood vessels in the groin area, blood clots, temporary change in blood-flow patterns in the lungs, possible collapsing of the lungs, fractured ribs, chest pain. For your heart it’s entirely possible to have arrhythmias, transient electrical changes, myocardial infarctions, interesting little things like that.”

Most of these effects were transient and fairly rare, but they were not to be dismissed. “We had to go through a battery of exams,” Cloak recalls, “because one of the major risks is sudden death. No matter how well they screen you, you just don’t know when you get in there if a 9-G ischemic insult to your system is gonna kill you or not.” Then there are the mild phenomena, such as petechial hemorrhaging. “You actually look like you’ve got measles—at high Gs, blood leaks through the blood vessels and you get little pinpoints all over. It’s kind of interesting, especially the first time you see it.”

Cloak rode the centrifuge routinely throughout his career at Warminster as an acceleration researcher. “I used to tell everybody it broke the week up,” he says with a laugh. He adapted quickly: “135 rides later, it was just like getting up and walking around. You get so used to it.” He became such an expert rider that he ended up teaching anti-G techniques to Navy fighter pilots.

Not everyone was a “G monster” like Cloak. For Barry Shender, one go-round was enough, a routine familiarization ride that didn’t exceed a mild 3 Gs. “I’m not the roller-coaster-ride type,” he admits. Centrifuge engineer Bill Daymon was another one-timer, although in his case the purpose of the ride wasn’t familiarization but basic troubleshooting. “People were hearing noises, and I took a 3-G ride to listen to it,” he recalls. “That was my only ride. The year before I had had bypass surgery, and they were rather reluctant to let me ride it again.”

Subjects generally rode the centrifuge in one of two modes: closed-loop, or dynamic flight simulation, in which the rider had full control over the movements of the centrifuge; and open-loop, or “meat in a seat,” in which the rider was essentially a lab rat at the mercy of the researchers. Riders were usually given various tasks to perform under the G stresses, such as flying simulated combat missions and other activities demanding certain cognitive or motor skills. Doctors monitored all test subjects at every moment, and both the subject and the doctors had the capability to immediately stop the ride. It’s a testament to the Johnsville researchers that no one was ever seriously injured riding the centrifuge.

Despite the discomfort and dangers, willing volunteers were never in short supply. “You have to give a lot of credit to the folks that volunteer to do it,” Shender says, “because basically we beat them up every day, and they come back.” So why did they clamber into the belly of the beast? “Motivations like I want to see what I can do physically. I want to do something that would make good stories. I want to do something that’ll get me out of the office today.” Subjects could also score a souvenir. “If they like, we give them a video of their experiences in the centrifuge so they can show their family and friends when they lose consciousness and how silly they looked.”

The centrifuge research has had a lasting impact on the training of military pilots, the development of anti-G suits and techniques, and the design of aircraft and spacecraft systems. Aside from the biomedical effects of high Gs, the Johnsville researchers investigated practical problems, including the disorientation of Navy pilots following night catapult launches from a carrier, and spin recovery techniques in fighter aircraft such as the F-4B Phantom and F-14 Tomcat. Such projects used the centrifuge’s flight simulation capabilities to full effect. Sometimes the centrifuge was used to re-create the conditions of puzzling crashes that might indicate aircraft design flaws.

The last decade of operations at Johnsville saw one of the centrifuge’s most important contributions. “Back in the ’90s there was a mandate from Congress that everybody should be able to go into the tactical cockpit, boys and girls, small people, big people,” says Shender. “We developed what we called the Gender Neutral Study, where we wanted to ask the question: What happens if you’re a small female and you get put into one of these high-performance jets? Can you fly? Can you eject? Can you hold your head up?” As it turned out, women can more than hold their own against the flyboys. “We established that they can certainly fly high-G maneuvers without any difficulty, and certainly [have] comparable acceleration tolerance with the men,” says Shender. “These female subjects had a good time doing it. And they didn’t complain nearly as much as the male subjects do.”

In 1996 the Warminster base fell victim to the Base Realignment and Closure Act, and the Naval Air Warfare Center moved to the Navy’s Patuxent River facility in Maryland, leaving the centrifuge behind. Veridian Corporation, a private contractor, kept it spinning for mostly Navy programs for a while, but by 1999 mounting costs forced the wheel into retirement. Although centrifuge work continues at other military and NASA centers, “we’re sort of gearing down,” Shender says regretfully. The center of the action appears to be shifting overseas, with new centrifuges in Sweden and Japan. None measures up to Johnsville in capabilities or sheer engineering chutzpah.

As for the Johnsville centrifuge, proposals for its future use range from the sedate, such as turning the facility into a museum, to the outlandish, such as turning it into a thrill ride—an unlikely scenario, given that the deaths of two riders on Epcot Center’s “Mission: Space” simulator were linked to G-induced stresses. Shender and Cloak continue their work in acceleration science at the Naval Air Warfare Center at Patuxent River, while veterans of the center like Bill Daymon meet at reunions to trade war stories. Regardless of whether the Johnsville centrifuge ever spins again, its legacy in aerospace history—and in the memories of all who rode it—is secure.


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Comments (16)

Good Day:
My father was Reuben Flanagan Gray. I'd like to correct a couple of facts that are incorrectly stated in the article above. First, the poor gold fish was seriously hurt in his/her ride on the centrifuge. He could only swim upside down and died after a couple of days. I know because my Dad brought him home after his "ride". Dad often brought home animals after their brutal experiences at Johnsville to see if they could become pets and live out thier lives happily. It never worked out. This type of animal testing would not go on today.
Dad's injuries on the day that he achieved 35 Gs were a bit more than minor sinus pain; he also received a hernia and an eye injury that inhibited his vision for the rest of his life. I clearly remember the black government car bringing him home that day; he could barely walk into the house.
I wish he had lived to have a PC. Until the day he died he was doing research at his home. There were always charts all over the walls and he would manually update them daily. He would have loved the internet and excel!
For me, his most notable contribution was his kindness to all and tolerance of everyone's differences. He was a wonderful father and I still miss him often.
I loved reading this article about Johnsville and the centrifuge as I learned much during my visits there and feel as if I lived this part of history along with others who are not mentioned here, but should be. Mr. Dick Crosby, a good friend of my Dad, will remember much more than I do as he worked with Dad in his research.
Thanks very much.

Posted by Susanne Gray Lawton on March 14,2009 | 01:34 PM

As the younger sibling of Susanne, I don't remember the goldfish but I do remember the goat. I have to agree that experimentation on animals was horrendous and I would certainly hope that that type of experimentation would not go on today! However, I will say that my father experimented on himself as much as the animals. In this way, he contributed greatly to the safety and the possibility of human beings withstanding high Gforces and the exploration of outer space.

I remember him for his great kindness and patience.

Thank you, Penny Gray

Posted by Penny Gray on March 20,2009 | 08:37 PM

My ancestor (g-g-grandfather) was Reuben Flannigan Gray, born in 1811 in S.C. He was an MD. He later moved to Lake Charles, LA. Are we kin?

My father, Hurst Gray Bowers,his g-grandson, was very involved with the Air & Space Museum. He died in 2004.

Posted by Laura Foreman on March 31,2009 | 03:09 AM

Dear Susanne Gray Lawton and Penny Gray,
I am an engineering professor at West Virginia University with a long interest in space flight and centrifugal forces. Although I doubt that we are related, I am fascinated by what little I have learned about the accomplishments of your father, and I have a notion that I might like to write his biography. Please contact me if you would like to discuss this idea further. If you cannot reply through this website, you can find my e-mail address from the Directory tab at www.wvu.edu. I hope to hear from you.
Donald D. Gray

Posted by Donald D. Gray on April 16,2009 | 01:46 PM

The Centrifuge Building in Johnsville is currently being transformed into the Johnsville Centrifuge and Science Museum. Retired leaders as well as astronaut Scott Carpenter spoke at an open house there on Thursday, April 23, and will speak again at another open house on Friday, April 24. The museum and the involvement in it is a spectacular tribute to Reuben Flanagan Gray and all those who served at Johnsville. The museum has a group on facebook which can be found by searching "centrifuge."

Posted by Chuck Hall on April 24,2009 | 07:08 AM

I worked on DFS for several years as a computer scientist. We built an F/A-18 cockpit for the centrifuge with the intention of both supporting G-Tolerance Improvement Program (G-TIP) and for use as a flight training tool. To that end we built a very sophisticated simulation for its time.

Currently, the centrifuge facility remains at the "North American Technology Center" which is what the NAWCAD Warminster facility became after the base reallocation in the late 1990's. It is being turned into a museum as the centrifuge no longer operates. The Iron Maiden is currently located at the Patuxent River NAS Air Museum in southern Maryland but I would anticipate it being returned to Warminster.

As a side note the runway at NAWC Warminster was long enough to be an alternate shuttle landing site, with concrete over 10' deep, but was dug up and removed for low income housing after the base closed.

John Lamb
Computer Scientist

Posted by John Lamb on October 8,2009 | 11:34 AM

Is there a list of all the participants in this program?
I have a Vet (David Shanks) who was a participant and is interested in contact. Any long term health conerns? (Hearing problems? Strokes?) Mr Shanks stories of his experience were interesting to hear.

Posted by George Bleicher on December 15,2009 | 06:40 PM

I've been trying to find some information on the Iron Maiden and have found very little. From the bits I have found and the few pictures it appears that there were two versions of the iron maiden and a coffin like apparatus nicknemed the sarcophagus. Can anyone tell me if this is correct or point me to more information?

Doug

Posted by Doug Smith on July 11,2010 | 12:44 AM

Nothing as dramatic as done by those researchers but I got to ride a slightly smaller, and more modern, version in Pensacola, FL up to 6G.

Posted by Mark on May 18,2011 | 07:17 PM

Question: why isn't the Johnsville Centrifuge a part of the Smithsonian museums?

Posted by Ellen melchiondo on December 18,2011 | 09:23 PM

2/28/2012

The Iron Maiden is at the Wings of Freedom Aviation Museum at the Willow Grove.

According to the Museum’s Acting Curator Virginia Brooke, “In cooperation with the Johnsville Centrifuge & Science Museum and the Patuxent River Naval Air Museum we have this opportunity to exhibit this important one-of-a-kind piece of equipment used in America’s space race. We won’t have it for long, so come in and see it before it leaves.”




http://wingsoffreedommuseum.org/index.php?option=com_content&view=article&id=105:announcements-iron-maiden-exhibit&catid=45

Posted by Joe Patitucci on February 18,2012 | 07:02 PM

I was blessed to work at Veda (a DoD contractor) from 1986 thru 1995, and we had contracts to work on the Dynamic Flight Simulator. I remember Paul Edwards was an amazing wizard regarding the centrifuge. Before we helped to convert it from an analog to a digital control system, I would watch in awe as Paul worked the "patch panel" (which looked like a tangled web of cables plugged in here and there). You could see him check values (voltages?) and essentially do computations and equations based on how he plugged things in. Amazing to this young engineer. On top of that, Paul was the nicest and most patient man you would ever meet.

Dick Crosby -- another amazing man who worked on the centrifuge -- once told me the story about the iron maiden. Maybe when we were looking at it down in the centrifuge room? (It was a long time ago, memory fuzzy.) He said that when the test went off, the suit was filled with water. I asked how Gray was able to breath. I think he said that there was a breathing tube. And at the last minute, they would fill the water up above his head and spin Gray. I recall Dick saying that something failed in the breathing tube, and Gray had to hold his breath. Wow.

I also remember walking into the centrifuge room after a run, and the air was still swirling around -- think of it as being stirred up by all the rotation. To look up and see what looked like a bridge truss with a ball on the end, was impressive. To be observing a pilot pull Gs, or a test go from 1.5 Gs to 10+Gs in less than a single rotation, it was truly incredible. That's what 4000Hp's worth of torque will do for you!

Posted by Jon Kern on June 18,2012 | 02:29 PM

Some of my fondest memories were from when we put F-14 (and some F-18) pilots through flat spin familiarization. This was a time when -- as made famous when Goose was killed in Top Gun -- ~30 F-14s had crashed due to flat spins. We would take pilots up to 30,000 feet, have them reduce to 130 knots (?) and pull up to 30 degrees alpha (nose high). Then put in cross control (e.g., left stick, full right rudder) until a spin was induced. Then we would have them hold it until the proper revolutions per second were achieved. Since the pilot was 23-feet in front of the CG (center of rotation), the pilots were like a ball on the end of a string. This was euphemistically known as "eyeballs out" G-x forces. Most G's go through your body vertically (G-z). Here, the G forces wanted to slam you against the cockpit instrument panel, and against your harness ("seat belt").

We started with harness unlocked (like many pilots flew), and took them to "only" -3 G-x (?). They got the idea that it was pretty hard to hold back that amount of force. Next up was harness locked and -4.5 G-x. This started to get their attention.

We would talk them through how to recognize the spin and how to recover. The flat spin was a beast! with the horizon whizzing by right out the nose, you were falling like a maple leaf. Except you could reach dropping at a rate of 10,000 feet per minute. Which meant we taught them to eject if they passed through 10,000 ft AGL, because they were about to splat.

part 1 of 2

Posted by Jon Kern on June 18,2012 | 02:43 PM

part 2 of 2
We then offered to take them to the brutal 5 or 6 Gx. Naturally, tough guys will always take the punishment and go for the -6Gx. This represented a *crazy* 180 deg/second rotation and a punishing -6 Gx force.

IIRC, the recovery technique was to try to break the angle of attack (it was literally 90 degrees!), and turn it into a spiral dive and then recover from that. To break angle of attack, I think it was something like "Roll SAS off" (stability augmentation system -- off meant you could go full throw on the massive stabilators), full stick forward and full stick into the turn, and i forget the rudder command (geesh, it used to be like a habit to roll off the commands to recover).

And you would just have to hold it (and pray) until the angle of attack broke.

The pilots were beat to crap after these runs. To see their faces on the monitor as they fought for their lives, they looked like shar pei dogs, all wrinkled due to their helmet slumping down and their oxygen mask pushing up. Many ended up with petechiae in their eyes (burst capillaries I think?).

God bless our military men and women!

Posted by Jon Kern on June 18,2012 | 02:44 PM

MY GRANDFATHER WORKED IN THAT BUILDING, MY GRANDMOTHER SAID, POSSIBLY 1945-1965. HE WAS A RADAR MAN--THATS ALL SHE WOULD SAY. DALE KASTLE WAS HIS NAME. HE WAS FROM OHIO.

Posted by BOB OLIVER on June 25,2012 | 10:13 AM

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