High g-force flightsuit

Abstract

A flightsuit (100) is disclosed having one or more suit sections (112, 114, 116, 118) that can be worn by a user. One or more constriction devices such as ropes (124) are wound around the one or more suit sections and one or more mechanical actuators (126) are configured to tighten the one or more ropes and thereby to apply pressure to body parts of the user within the one or more suit sections. A controller (120) is configured to receive a g-force measurement and to receive heartbeat information of the user. The controller (120) is further configured to control the one or more mechanical actuators, based on the g-force measurement and the heartbeat information, in order to apply pressure to body parts at respective positions of the suit. In an alternative configuration the constriction devices may be fluid bladders that can be filled with fluid to constrict the body parts.

Description

[0001] HIGH G-FORCE FLIGHTSUIT

[0002] FIELD OF THE INVENTION

[0003] The present invention relates to a flightsuit designed to operate in high g-force environments. The disclosure is particularly applicable to fast jet flightsuits worn by the pilots of high-speed aeroplanes, but may also be of use in other high g- force scenarios such as sky diving, paragliding and space travel.

[0004] BACKGROUND

[0005] High-speed aeroplanes, otherwise known as “fast jets”, are commonplace in the military, and a particular problem for pilots of fast jets is withstanding adverse effects of high acceleration, often experienced when turning the aircraft at high speed. The acceleration produced in such turns, known as “g-force”, produces a force acting towards the floor of the pilot’s cockpit, which subsequently pushes blood away from the pilot’s brain and towards their feet. Without any countermeasures, the brain of the pilot is deprived of oxygen, resulting in the pilot losing consciousness and potentially losing control of the aircraft.

[0006] State of the art flightsuits for mitigating the adverse effects of high g-force utilise air-bladder technology, wherein the force produced by the g-force acceleration compresses a sack of air, or “air bladder”. Compression of the air-bladders in such flightsuits compresses the pilot’s body and reduces the loss of blood from the pilot’s head.

[0007] There is a desire to improve the effectiveness of flightsuits for reducing the loss of blood from user’s heads in fast jets and other high g-force scenarios. Furthermore, the system could be used to alleviate secondary issues related to high g-force, such as reduction in arm pain.

[0008] The present disclosure addresses these issues. SUMMARY OF INVENTION

[0009] In a first aspect of the invention, there is provided a flightsuit configured to be worn by a user, the flightsuit comprising: one or more suit sections, that can be worn by a user; one or more constriction devices positioned on the one or more suit sections which are configured to constrict the one or more suit sections and apply pressure to body parts of the user; and a controller configured to: receive an indication of a g-force; receive heartbeat information of the user; and control the one or more constriction devices, based on the indication of the g-force and the heartbeat information, in order to apply pressure to body parts in the flightsuit.

[0010] In this way, the flightsuit can apply a pressure to the user with a timing that is related to heartbeat information. It has been found that this effect can advantageously increase cerebral oxygenation and thereby may result in improved mitigation of the adverse effects of high g-force. The heartbeat information may be received from any suitable sensor configured to measure a heartbeat of the user.

[0011] The timing of the constriction may be selected to coincide with the user’s heartbeat at a frequency that is matched or is otherwise related to the heartbeat frequency. In one design, the constriction frequency may be in phase with the heartbeat frequency; for instance, the constriction frequency may be chosen to be twice the heartbeat frequency or half the heartbeat frequency.

[0012] Preferably, the controller is configured to determine if the indication of the g-force is above a threshold value, and to control the one or more constriction devices in response to determining that the indication of the g-force is above the threshold value. Constriction may be applied only if the measured g-force is above a threshold value. This restricts operation of the flightsuit to high g-force scenarios to avoid causing unnecessary discomfort to the user unless it is required to maintain cerebral oxygenation. The degree of constriction is preferably dependent on the magnitude of the g-force measurement, with higher constriction being applied under higher g-force conditions. Preferably, the controller is further configured to interface with a central control system of an aeroplane, and the indication of the g-force is a g-force measurement received from the central control system. In this configuration, the flightsuit does not have to be fitted with an accelerometer.

[0013] Alternatively, the flightsuit further comprises an accelerometer and the indication of the g-force is a g-force measurement received from the accelerometer. This may be a simpler design for the flightsuit, which may thereby be easier to manufacture, as the flightsuit may not need to implement circuitry that communicates with a central control system of an aircraft. Additionally, this design facilitates use of the flightsuit outside of fast jets.

[0014] In one arrangement the flightsuit further comprises a tube and an air pressure sensor, wherein: the tube is configured to connect to a pneumatic air source of an aeroplane. The air pressure sensor may be configured to measure a pressure of pneumatic air provided by the pneumatic air source and the controller may be further configured to communicate with the air pressure sensor. The indication of the g-force may be derived from the pressure of the pneumatic air. In this way, the flightsuit can be retrofitted to existing systems for interfacing between flightsuits and the aeroplane. This may prevent the need for new systems to be added the aeroplane in order to provide g-force information to the flightsuit.

[0015] Preferably, the flightsuit further comprises a pressure sensor configured to measure the pressure exerted by the one or more constriction devices on the body parts, and wherein the controller is further configured to: receive the pressure measurement from the pressure sensor; and control the one or more constriction devices to vary the magnitude of the pressure exerted based on the pressure measurement. In this way, the controller may establish a feedback loop wherein the pressure exerted may be adjusted based on measurements received from the pressure sensor. Thereby, the controller can apply the desired pressure regardless of the specific anatomy of the user. Additionally, the controller may compensate for the desired pressure not being fully realized, due to error introduced by the mechanical components of the system. The pressure sensor may be a tension sensor or may be pressure pads located within or underneath sections of the suit.

[0016] Preferably, the controller is further configured to receive an indication of the anatomy of a user; and control the one or more constriction devices to vary the amount of pressure applied to each particular suit section depending on the indication of the anatomy of the user. The indication of the anatomy of the user may be a specification of the gender of the user and / or measurements such as waist size or height. In this way, the magnitude of the pressure exerted may be tailored to the anatomy of the user. This may improve the comfort of the flightsuit by applying a constriction approximately evenly across the user’s body, regardless of their body shape.

[0017] Preferably, the controller the controller is further configured to receive the heartbeat information from an electrocardiogram (ECG) device, a pulse oximetry device, or a doppler system.

[0018] In a further aspect, the controller may be configured to control the one or more constriction devices to apply pressure to body parts at respective positions of the suit to establish a pressure wave that extends in a direction towards an upper torso of the user during operation. It has been found that providing an upward pressure wave and simultaneously controlling constriction in dependence on the user’s heartbeat information can provide a combined effect that enhances cerebral blood oxygenation.

[0019] In one design there may be a plurality of constriction devices arranged in one or more groups, and wherein the constriction devices in at least one of the one or more groups are positioned such that they overlap one another, at least partially. This can provide a certain redundancy in case there is a mechanical failure in one of the groups of constriction devices.

[0020] In one embodiment the constriction devices may comprise ropes and mechanical actuators, wherein the mechanical actuators can shorten the ropes to constrict the one or more suit sections. The use of ropes and mechanical actuators may be particularly desirable in facilitating construction of a lightweight suit that is more comfortable for the user to wear. The ropes are preferably positioned on the exterior of the flightsuit, but the ropes may equally be embedded within layers of the flightsuit such that they are concealed from the user. In some embodiments, the ropes do not surround the suit section which they are positioned on, and instead are configured to draw two areas of the suit section together when tightened, like laces on a shoe, thus causing pressure to be applied to body parts. In alternative embodiments, the ropes may be configured to wrap around the suit section and thereby constrict the suit section when tightened. A suitably thin and breathable material can be used for the flightsuit. Reducing the thickness of the flightsuit material can reduce the insulating effect of the suit and result in the body heat of the pilot being able to escape more easily, in turn preventing the pilot from overheating. Providing a material that is also breathable may compound this beneficial effect. Providing thin material for the flightsuit may also be beneficial for allowing easier in-flight urination, and reducing the risk of a bulk flightsuit causing a restriction to the control stick. The term “ropes” is used to describe not only woven material but also cables and wires made from metals and / or plastics. In general, the term refers to a length of any material that can be tightened by the one or more mechanical actuators in order to apply pressure to body parts of the user within the one or more suit sections. In some examples the ropes could be a flexible plastic or metal rack; the mechanical actuators may comprise pinions which can be ratcheted against the racks.

[0021] In another embodiment the constriction devices may comprise fluid bladders, configured to constrict the one or more suit sections when they are filled with fluid. Air bladders may be most convenient, since air is a compressible fluid. However, in other designs it may be possible to provide liquid-fillable bladders.

[0022] In another aspect of the invention there is provided a flightsuit configured to be worn by a user, the flightsuit comprising: one or more suit sections that can be worn by a user; one or more constriction devices that are positioned on the one or more suit sections which are configured to apply pressure to body parts of the user; and a controller configured to: receive an indication of a g-force; and control the one or more constriction devices, based on the indication of the g-force, in order to apply pressure to body parts in the flightsuit to establish a pressure wave that extends in a direction towards an upper torso of the user during operation of the suit.

[0023] Applying a pressure wave to the body parts of the user may decrease the loss of blood from the user’s head while under the effects of high g-force. The pressure wave may progressively constrict body parts of the user in a direction that extends towards their head. This can promote the lifting of the blood away from the extremities of the user’s body towards the head, or otherwise reduce the likelihood that blood can flow towards those extremities. The beneficial effect of the pressure wave can advantageously reduce the total amount of pressure that needs to be applied to a body part, thereby increasing the comfort of the flightsuit while maintaining cerebral oxygenation.

[0024] Preferably, the controller is further configured to control the one or more constriction devices to apply pressure to body parts at respective positions of the suit to establish a base pressure, and wherein the pressure wave is applied relative to the base pressure. The base pressure may ensure that the pressure applied to body parts of the user is maintained at a particular magnitude below which the user of the suit may be susceptible to the adverse effects of high g- force. Providing the pressure wave in addition to the base pressure may be particularly beneficial in reducing the adverse effects of high g-force. In this way, the devices can cause rapid constriction, when high g-force conditions are detected, to establish the base pressure. Pulsing of the constriction devices can then provide the pressure wave over the top of the base pressure. This may be achieved by tightening or loosening the constriction devices relative to the base pressure. In practice, it is preferable to tighten the constriction devices relative to the base pressure in order to maintain head-level blood pressure.

[0025] Preferably, the magnitude of the base pressure is related to the indication of the g-force measurement. As a result, the magnitude of the base pressure is situational and adapts to the specific conditions that the user is experiencing. The magnitude of the base pressure may be a linear function of the magnitude of the g-force indicated by the indication of the g-force. Preferably the controller is configured to establish the pressure wave in response to the indication of the g-force being above a threshold, and wherein the magnitude of the pressure applied by the pressure wave is related to the indication of the g-force measurement. In this way, the pressure wave may only be applied in response to high g-force conditions.

[0026] Preferably, the constriction devices are operated sequentially in a line that extends towards the upper torso of the user when the suit is in operation. The sequential operation of the mechanical actuators can establish the pressure wave by constricting the body progressively towards the user’s head or the highest part of the flightsuit.

[0027] Any preferred feature for the first aspect of the invention may be applied to the second aspect of the invention and vice-versa.

[0028] BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 is a schematic view of a fast jet flightsuit comprising one or more suit sections that can be worn by a user;

[0030] Figure 2 is another schematic view of a fast jet flightsuit; and

[0031] Figure 3 is a flow diagram showing an operation of the flightsuit.

[0032] DETAILED DESCRIPTION

[0033] Figure 1 is a schematic view of a fast jet flightsuit 100 that can be worn by a pilot or passenger in a fast jet. The flightsuit 100 comprises a plurality of sections including an upper torso section 112, two leg sections 114, a lower torso section 116, and two arm sections 118. The upper torso section 112 includes a collar from which the user’s neck will project, in use. The flightsuit 100 is manufactured from a lightweight and breathable fabric that can facilitate use in high temperature environments. The material is suitably inelastic such that it resists being stretched. In a preferable example of the invention, the flightsuit 100 is manufactured from Nomex® Essential 350A fabric. The flightsuit 100 includes a plurality of ropes or cords 124 that are positioned on the exterior surface of respective suit sections 112-118. Each rope 124 passes through eyelets 125 which are affixed into the suit sections 112-118. In an alternative example of the invention, the ropes 124 pass around runners 125 which extend from the suit sections 112-118. The end of each rope 124 is wound around the rotational axis of a high-torque electric motor 126, which acts as a mechanical actuator. In this way, rotation of the motors 126 winds more rope onto the rotational axis and reduces the length of the ropes 124, thereby drawing together any eyelets 125 through which the rope 124 passes. Drawing together eyelets 125 tightens the inelastic material of the flightsuit 100 and as such constricts the suit section 112-118 on which the eyelets 125 are affixed. The ropes and actuators therefore act together as a constriction device.

[0034] The ropes 124 may be made of woven material. Alternatively, the ropes 124 may be made from metal cables, or they may comprise linked sections made of any of a number of different types of material. In general, the ropes 124 are designed to be flexible so that they can wrap around runners 125, threaded through eyelets 125, and / or wrapped around the flightsuit 100; the ropes 124 are also flexible so they can be tightened to apply pressure quickly to the user’s body. While the ropes 124 are flexible, they are designed not to stretch in the direction of their length. This allows the ropes 124 to translate the tightening force of the rotating motors 126 into a compression force on the suit sections 112-118.

[0035] In the example of Figure 1 , a first rope 124a is passed through sets of eyelets 125a, 125b, which are arranged parallel to one another and positioned on one leg section 114. The rope 124a is passed through the sets of eyelets 125a, 125b such that it crosses itself at multiples points along its path, ultimately forming a lattice pattern. The rope 124a is wrapped, at its ends, around a first motor 126a. This first configuration, comprising of the rope 124a, sets of eyelets 125a, 125b, and the motor 126a, extends between the ankle of the user and the knee of the user. A second configuration is provided that extends between the knee of the user and the upper thigh of the user. The second configuration is set up identically to the first configuration and thereby comprises a second rope 124b, sets of eyelets 125c, 125d, and a second motor 126b. In this way, the two configurations provide constriction across the entire right leg of the leg section 114. In a preferable embodiment, the configuration shown in Figure 1 can be replicated across both leg sections 114, and across the torso section 116, as is shown in Figure 2. This embodiment is particularly beneficial in increasing the cerebral oxygenation of users. In general, however, the configuration could be replicated across all suit sections 112-118 or could be provided in only one suit section.

[0036] The flightsuit 100 also comprises a controller 120 which may be a microprocessor or a microcontroller. The controller 120 has a power source (not shown) and is communicatively connected to an accelerometer 125, which can be included in the flightsuit 100 in an optional configuration. The accelerometer 125 can measure a g-force experienced by the flightsuit 100, in use. In an alternative arrangement the flightsuit 100 can be coupled, through the controller 120, to a central flight controller 140 of an aeroplane. This can allow the controller 120 of the flightsuit 100 to receive flight data, which can include g-force data from an accelerometer 142 onboard the aircraft. In such a scenario the accelerometer 125 on the flightsuit may not be necessary. In an alternative embodiment of the flightsuit (not shown) the flightsuit is provided with a tube and an air pressure sensor which is in communicative connection with the controller 120. The tube is configured to connect at one end to a nozzle of a pneumatic air source that is located on the aeroplane, and at the other end to the air pressure sensor. The pneumatic air source is already present in aeroplanes in order to supply pressurised air to the air bladders in state-of-the-art flightsuits and, therefore, this particular embodiment of the flightsuit 100 allows the suit to be retrofitted to existing systems. An anti-g-valve is provided in the pneumatic air source such that the air pressure is increased based on a known relationship with the g-force experienced by the aeroplane. Accordingly, the air pressure sensor can measure the air pressure and communicate the measurements to the controller 120, which can then determine a g-force measurement based on the relationship between the air pressure and g-force. The relationship is set by a standard for state-of-the- art flightsuits, and is preprogrammed into the controller 120 before operation of the flightsuit 100. However, the controller 120 is reconfigurable such that the relationship can be redefined if necessary.

[0037] The flightsuit 100 further comprises a heart sensor 144, which is integrated within the flightsuit 100 to monitor the user’s heartbeat. The heart sensor 144 is communicatively coupled with the controller 120 with either a wired or wireless connection. In some examples of the flightsuit 100, the heart sensor 144 is an ECG device that is attached to the inner surface of the flightsuit 100. In other examples, the heart sensor 144 is a pulseoximeter, a doppler system, or any other suitable system for measuring the heartbeat of a user.

[0038] The flightsuit 100 further comprises pressure sensors 128 which measure the pressure exerted on each suit section 112-118. The pressure sensors 128 are in communicative connection with the controller 120, and thereby are configured to communicate pressure measurements to the controller 120. In the example of Figure 1 , the pressure sensors 128 are tension sensors positioned on the ropes 124. In other examples, the pressure sensors 128 may be pressure pads positioned under the ropes 124, or any other suitable sensors.

[0039] In further examples of the flightsuit 100 (not shown) there may be additional motors 126 and ropes 124 that provide further redundancy in case the controller 120 detects a mechanical failure, perhaps through an indication from the pressure sensors 128.

[0040] Figure 3 is a flow diagram showing an operation of the controller 120, in use. The flow diagram comprises two control loops 200, 300, which are executed simultaneously by the controller 120. The first control loop 200 ensures that a base pressure, which is applied ubiquitously to the suit sections 112-118, is applied and is updated according to the constantly changing g-force experienced by the user. The second control loop 300 awaits a stimulus that triggers a pressure wave to be applied to one or more of the suit sections 112-118. The two control loops 200, 300, are configured to interact with one another, such that the pressure wave is applied in addition to the base pressure. Examining the first control loop 200 more closely, at step 202 the controller 120 is configured to monitor the g-force reported either by the accelerometer 125 or the central flight controller 140, or is configured to determine the g-force based on the pressure measurement from the air pressure sensor. Next, step 204 determines whether the measured g-force is above a threshold. This threshold is the minimum g-force required to apply the base pressure, thus ensuring that no pressure is applied in low g-force situations where it would not be necessary. The controller 120 then calculates a base pressure to be applied to each suit section 112-118, based on the measured g-force. In the present example, the base pressure is related to the g-force by a linear function; however, in other examples, the two quantities can be related by any function, such as an nthdegree polynomial function.

[0041] The base pressure calculated by the controller 120 (the intended pressure) must be realised by the motors 126, and, as such, a series of motor adjustments are calculated in step 206 that aim to achieve the intended base pressure. The actual pressure realised may differ from the intended pressure because the body shape of the user within the suit may be different to an assumed or default body shape. At step 210 the controller 120 is configured to measure the realised pressure using the pressure sensors 128. If the measured pressure is lower than the intended pressure then motor adjustments are performed in order to tighten the motors. Conversely, if the measured pressure is higher than intended then motors are adjusted accordingly to loosen the applied pressure. In some implementations, the controller 120 filters the adjustments, before making them, to reduce transient variations in suit pressure and ensure a smooth variation thereof. At step 212 the system error, which is the difference between the measured pressure and the intended pressure is compared to a threshold value. If the difference is greater than a threshold value then the method returns to step 208 and motor adjustments are continually applied. Otherwise, the method returns to step 202 and the process repeats.

[0042] The base pressure implemented by the first control loop 200 could be applied on only one suit section 112-118, as depicted in Figure 1 ; however, most implementations would provide constriction on both leg sections 114 and the lower torso section 116 (although a lower pressure may be exerted on the torso than on the limbs to avoid causing injury to internal organs). In some examples of the flightsuit 100, the base pressure could also be exerted on both arm sections 114, and / or the upper torso section 112. Applying the base pressure to the upper torso section 112 has the additional benefit of providing a counter-pressure for a pressure-breathing system.

[0043] In order to optimise the performance of the control loop, the controller 120 may, in some implementations, be provided with an indication of the user’s anatomy, before running the method of Figure 3. For example, information such as the user’s gender and / or weight may be provided to the controller 120 preflight. This information is used by the controller 120 when calculating the pressure to be applied by individual motors at different points in the suit in order to provide a constriction that will lead to a desired pressure being applied. Factoring the user’s anatomy into the adjustments calculated in step 206 leads to the realized pressure being closer to the intended pressure. This means that fewer adjustments are required, and this approach leads to a more comfortable suit that is better suited to different body shapes.

[0044] In the second control loop 300 of Figure 3, the first step 302 measures either the change in g-force and / or the heartbeat. The three combinations thereof form three alternative implementations to the step 304, which awaits a stimulus from the measurements of step 302. In the implementation where only the change in g- force is measured, the stimulus is a change in g-force that exceeds a threshold; in the case where the heartbeat of the user is measured, the stimulus is the detection of a characteristic of the user’s heartbeat; and in the case where both are measured the stimulus is a combination thereof. Of course, it is possible that step 302 measures a quantity other than the change in g-force and / or the heartbeat, and that the stimulus is accordingly different. The stimulus provides a trigger to execute step 306 and perform motor adjustments.

[0045] In one implementation the stimulus relates to a threshold change in the measured g-force. In this scenario the motor adjustments are applied in order to implement a pressure wave, which is a compression force that is applied to the suit initially at the extremities of the suit sections 112-118, and is then progressively applied to remaining portions of the suit sections 112-118 in a direction towards an upper torso 112 of the user. The pressure wave is applied by utilizing a saved configuration, stored in the controller 120, representing the location of each motor 126. By referencing the saved configuration, the controller 120 can identify at which motor 126 the pressure wave should begin. The motors are controlled progressively from a starting point to apply a constriction relative to the base pressure. The offset may be a fixed value (e.g. 5 Nm of torque), a fixed proportion (e.g. ±10% of base pressure), or it may be based on the stimulus; for example the offset may be related to the change in g-force or a heartbeat characteristic.

[0046] After the second control loop 300 indicates that the offset should be applied, the motors are operated sequentially along the suit section and in a direction towards an upper torso 112 of the user, as illustrated by step 308. Once the last motor is controlled, the pressure wave may end at step 310. In an alternative configuration, the pressure wave may be started anew from the location of one of the extremities.

[0047] As discussed, the second control loop 300 checks at step 310 to see if the wave has ended. At the end of the wave, the adjustments produced by step 306 are reversed to cause pressure to be relaxed by the motors back to their base pressure. If the controller 120 determines that the pressure wave has ended in step 308, the second control loop 300 returns to step 302 and thus awaits the stimulus again. The pressure wave is thereby repeated each time the stimulus occurs.

[0048] In an alternative implementation of the method depicted in Figure 3, the second control loop 300 only measures the user’s heartbeat. In this scenario it is possible that no pressure wave is applied. Instead, a pressure pulse is applied by performing a series of offsets to the base pressure in unison across the entirety of one or more of the suit section 112-118, before reducing the pressure back to the base pressure. This pulse therefore does not propagate along the suit sections 112-118 but raises and lowers (or visa versa) the pressure of an entire suit section 112-118. In this implementation, steps 308 and 310 are omitted. The frequency at which the pulsing occurs, in an ideal implementation, is based on the heartbeat of the user, and can match the frequency of the heartbeat or is index linked to the frequency of the heartbeat.

[0049] In either implementation of the method shown in Figure 3 (the pressure wave or the pressure pulse) the magnitude of the offsets applied in step 306 may vary based on a particular suit section 112-118. Some sections 112-118 may not provide a wave or a pulse at all. In some implementations, some suit sections 112-118 apply a pressure wave and others apply a pressure pulse. The controller 120 may synchronise pressures waves and / or pressure pulses across the suit sections 112-118, or may time them such that they are out of phase.

[0050] In one scenario the pressure wave may be applied with a timing that is linked to the measured heartrate. In this situation a pressure wave may be established towards the user’s head with a frequency that is based on a heartrate characteristic. For example, the pressure wave may be repeated within the suit at a frequency that matches the frequency of the user’s heartbeat.

[0051] The Figures represent an embodiment in which ropes and actuators are used to provide a constriction to the user’s body. In another embodiment the ropes and actuators are replaced by a fluid-fillable bladders, and these can act as constriction devices. In this design, constriction of the user’s body can be provided by filling a relevant bladder with a fluid such as air to provide constriction at a relevant position. A plurality of fluid-fillable bladders can be provided at respective positions in the flightsuit to facilitate a pressure wave. The fluid-fillable bladders may be pulsed with a frequency that is based on the heartbeat of the user. Similarly, a single bladdered suit, or a single section of a multi-bladder suit, could pulsed with a frequency that is based on the heartbeat of the user.

[0052] The flightsuit described above is particularly suitable for use in a fast jet that can experience high g-forces. However, it can also be used in other high g-force scenarios such as sky diving, paragliding and space travel.

Claims

CLAIMS1 . A flightsuit configured to be worn by a user, the flightsuit comprising: one or more suit sections, that can be worn by a user; one or more constriction devices positioned on the one or more suit sections which are configured to constrict the one or more suit sections and apply pressure to body parts of the user; and a controller configured to: receive an indication of a g-force; receive heartbeat information of the user; and control the one or more constriction devices, based on the indication of the g-force and the heartbeat information, in order to apply pressure to body parts in the flightsuit.

2. The flightsuit of claim 1 , wherein the controller is configured to determine if the indication of the g-force is above a threshold value, and to control the one or more constriction devices in response to determining that the indication of the g- force is above the threshold value.

3. The flightsuit of claim 1 or claim 2, wherein the controller is further configured to apply pressure to body parts in the flightsuit with a frequency that is based on the received heartbeat information.

4. The flightsuit of any preceding claim, wherein the magnitude of the pressure applied to body parts in the flightsuit is related to the indication of the g- force.

5. The flightsuit of any preceding claim, wherein the controller is further configured to interface with a central control system of an aeroplane, and the indication of the g-force is a g-force measurement received from the central control system.

6. The flightsuit of claims 1 -5, further comprising a tube and an air pressure sensor, wherein: the tube is configured to connect to a pneumatic air source of an aeroplane; the air pressure sensor is configured to measure a pressure ofpneumatic air provided by the pneumatic air source; the controller is further configured to communicate with the air pressure sensor; and the indication of the g-force is the pressure of the pneumatic air.

7. The flightsuit of any preceding claim further comprising a pressure sensor configured to measure a pressure exerted by the constriction device on the body parts, and wherein the controller is further configured to: receive a pressure measurement from the pressure sensor; determine if the pressure measurement is below a threshold value; and control the one or more constriction devices to vary the magnitude of the pressure exerted on the body parts at the respective positions if the pressure measurement is below the threshold value.

8. The flightsuit of any preceding claim, wherein the controller is further configured to: receive an indication of the anatomy of a user; control the one or more mechanical actuators to vary the amount of pressure applied to each particular suit section depending on the indication of the anatomy of the user.

9. The flightsuit of any proceeding claim, wherein the controller is further configured to receive the heartbeat information from an electrocardiogram (ECG) device, a pulse oximetry device, or a doppler system.

10. The flightsuit of any proceeding claim, wherein, the controller is configured to control the one or more constriction devices to apply pressure to body parts at respective positions of the suit to establish a pressure wave that extends in a direction towards an upper torso of the user during operation.

11. The flightsuit of any of the preceding claims, comprising a plurality of constriction devices arranged in one or more groups, and wherein the constriction devices in at least one of the one or more groups are positioned such that they overlap one another, at least partially.1712. The flightsuit of any preceding claim wherein the one or more constriction devices comprise ropes and mechanical actuators, wherein the mechanical actuators can shorten the ropes to constrict the one or more suit sections.

13. The flightsuit of any of claims 1 to 11 , wherein the one or more constriction devices comprise fluid bladders, configured to constrict the one or more suit sections when they are filled with fluid.

14. A flightsuit configured to be worn by a user, the flightsuit comprising: one or more suit sections that can be worn by a user; one or more constriction devices that are positioned on the one or more suit sections which are configured to apply pressure to body parts of the user; and a controller configured to: receive an indication of a g-force; and control the one or more constriction devices, based on the indication of the g-force, in order to apply pressure to body parts in the flightsuit to establish a pressure wave that extends in a direction towards an upper torso of the user during operation of the suit.

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