Learn what causes blackouts and redouts in flight simulators, which manoeuvres trigger them, and how to prevent or disable the visual effects.
Flight-simulator blackouts are caused by sustained positive G, which drives blood away from the pilot’s head; redouts come from negative G, which forces blood towards the head and eyes. The simulator estimates G-force, onset rate and exposure time, then applies visual dimming, colour and sometimes loss-of-control effects.
What are blackout and redout effects modelling?
They model the virtual pilot’s physiological tolerance rather than an aircraft or graphics fault. Under +Gz, reduced blood flow to the eyes and brain can progress from greyed or narrowed vision to complete blackout and, in more detailed simulators, G-induced loss of consciousness.
Under -Gz, blood is driven towards the head, producing the simulated red veil known as redout. The signs describe acceleration along the pilot’s body axis: pulling usually produces positive G, while pushing the stick forward produces negative G.
A desktop display or VR headset only reproduces the visual symptom. Even a motion rig supplies short acceleration cues rather than sustained physiological loading, as explained in our guide to what motion platforms can and cannot reproduce.
Which manoeuvres trigger blackouts and redouts?
Hard pulls and sustained steep turns cause most simulated blackouts, while forceful forward-stick inputs and negative-G aerobatics cause redouts.
| Effect | G direction | Common triggers | Typical cue |
|---|---|---|---|
| Blackout | Positive G | Tight level turns, pull-ups, dive recoveries and pulling through loops | Greying, tunnel vision, black screen or temporary loss of control |
| Redout | Negative G | Abrupt forward pushes, outside loops and sustained inverted flight | Red-tinted vision followed by reduced visibility |
Speed alone does not cause a blackout. It raises the amount of G an aircraft can generate when the pilot pulls. An abrupt recovery at high airspeed can exceed both the pilot’s tolerance and the airframe’s limit; our explanation of G-loading, aircraft stress and structural failure covers that separate consequence.
For loops, rolls and recovery technique, see our guidance on controlling aerobatic manoeuvres without excessive loading.
Why can a steep turn cause a blackout?
A steep bank becomes a high-G manoeuvre when the pilot adds back pressure to maintain altitude. In an ideal coordinated level turn, the approximate load factor is n = 1 / cos(bank angle).
| Bank angle | Approximate load |
|---|---|
| 45° | 1.4 G |
| 60° | 2.0 G |
| 75° | 3.9 G |
| 80° | 5.8 G |
A mistake we see constantly is blaming the bank angle itself. Rolling to 80 degrees does not instantly create 5.8 G; trying to hold altitude there does. Aircraft type, speed, control laws and transient inputs can make the actual reading differ substantially from the ideal figures.
Why does the effect sometimes appear suddenly?
Most detailed G models consider exposure rather than using one universal threshold.
- Magnitude: a stronger positive or negative load reaches the visual-effect threshold sooner.
- Duration: a brief spike may be tolerated, while a sustained turn causes progressive tunnel vision.
- Onset rate: snapping into a pull can affect the virtual pilot faster than increasing the load gradually.
- Simulator and aircraft: civilian simulators may use a simple threshold, while combat titles can model pilot condition, G-suit protection, fatigue and recovery.
- Control problems: an uncalibrated joystick, noisy axis or duplicate pitch binding can command a much sharper pull than the visible movement suggests.
How do you prevent a blackout or redout?
Reduce the applied load smoothly, manage airspeed and correct any control-axis problems before changing realism settings.
- Unload smoothly. For an approaching blackout, ease the back pressure until the G reading falls. For redout, neutralise the forward pressure without yanking the control in the opposite direction.
- Control the aircraft’s energy. Avoid diving to excessive speed and then making a sharp recovery. Begin turns and aerobatic manoeuvres with enough altitude to use a gradual control input.
- Watch the G indication. Use the cockpit meter, telemetry or available on-screen data to identify the exact manoeuvre causing the effect.
- Check the controls. Calibrate the pitch axis, remove duplicate assignments and apply only enough dead zone to suppress genuine input noise.
- Adjust the simulation options if required. Depending on the title, look under realism, pilot physiology or G-effect settings. Blackout effects and aircraft stress damage may be separate options.
Is every black screen a simulated G blackout?
No; a genuine G blackout normally follows a pull, develops as vision narrows or dims, and clears after the aircraft is unloaded.
- Hypoxia: simulators with oxygen or cabin-pressure systems may darken the view at altitude, but this does not normally produce a redout.
- Crash or aircraft failure: an impact or overstress event may cut directly to black instead of showing progressive tunnel vision.
- Display or VR failure: a persistent black image that also affects menus, overlays or unrelated camera views points to rendering, headset or graphics-driver trouble rather than G-force.
- Add-on behaviour: aircraft-specific pilot models may use different tolerances or visual effects from the simulator’s default aircraft.
If the effect repeatedly occurs at an apparently modest load, inspect the G reading and control inputs first. Lowering the realism setting can hide the symptom, but it will not fix a spiking joystick, excessive entry speed or an over-aggressive pull.