Verstappen's Red Bull was launched into the air by the array of sausage kerbs, precipitating contact between the underside of his car and Hamilton's halo.
Had the halo not been introduced to F1's regulations in 2018, there is a very real chance that Hamilton would not have walked out of the incident unscathed.
However, the strength of the secondary roll structure ensured that Hamilton's head was kept away from being touched by the full weight of Verstappen's car, and was only briefly tagged by the Dutchman's right-rear wheel as they both came to rest in the gravel.
The halo was initially devised to limit the chance of larger-scale debris entering the cockpit space and injuring drivers, such as Justin Wilson's fatal IndyCar incident at Pocono in 2015.
It has also proved to be a valuable asset in situations with larger loads too, keeping Charles Leclerc safe at Spa in 2018 and protecting F2 driver Tadasuke Makino from a crash with countryman Nirei Fukuzumi at Barcelona the same year.
The strength of the halo also ensured that, when Romain Grosjean sustained his horror crash at Bahrain in 2020, it was able to tear through the Armco barrier and keep the French driver's head out of the firing line.
Although teams may manufacture aerodynamic fairings for the halo, the internal titanium structure must be made by an FIA-approved supplier – so this is a part of the car that the teams do not build themselves.
Titanium has a high tensile strength, and offers a desirable strength to weight ratio. This ensures that the entire halo structure weighs around 7kg.
Furthermore, the FIA's official crash tests mandate a peak maximum vertical loading of 116kN, which roughly equates to 12000kg.