Aircraft Carrier Takeoff: INSANE Flight Operations at Sea
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- Опубліковано 13 чер 2024
- Experience the adrenaline rush of a lifetime in this behind-the-scenes tour of an aircraft carrier's flight deck operations. In 'From Zero to 160 Knots in Two Seconds: The Magic of Aircraft Carrier Catapults', we walk you through the intricate process that takes a jet from stationary on the deck to airborne in a matter of seconds.
Witness the phenomenal teamwork and precision of ground crew members as they prepare an aircraft for takeoff. You will learn about the various roles on the flight deck, including the Aircraft Director, Jet Blast Deflector Operator, and Launch Bubble Operator, all critical in the seamless execution of the launch.
The video explores the technical intricacies of the catapult system, explaining why it's an essential piece of machinery aboard the aircraft carrier. You'll understand how these systems have evolved, from the steam catapults of yesteryears to today's sophisticated electromagnetic catapults.
We dive below deck to understand the mechanics of the catapult system. We discuss the dangers faced by the crew, the intense workload, and the precision needed to successfully launch an aircraft from such a compact space. From discussing the stages of catapult take-off to the evolution of these systems, we provide a comprehensive look at the 'magic' of catapults.
Also, we cover the current and future states of aircraft carrier catapult systems, comparing steam and electromagnetic variants. Discover the workings of an Electromagnetic Aircraft Launch System (EMALS) currently installed on state-of-the-art carriers like Gerald R. Ford class in the United States and the Chinese carrier Fujian.
This video is a must-watch for aviation enthusiasts, military historians, and anyone fascinated by the intersection of technology and teamwork in one of the most intense working environments on the planet. #aircraftcarrier #takeoff #usnavy
5 years on the flight deck of the USS Constellation in the 70's. Attached to VA-146 flying Corsair 2's. I had a couple of chances to be launched from our ship in twin engine C2 cargo planes to the beach and back to the ship. I will tell you that there is no bigger rush than being fired off a catapult and landing on deck ! It was no kiddie ride. I sit in my car now and see guys racing around in their rice rockets and laugh, only if they truly knew how fast is fast !
God Bless you all who make it their business to ensure strong men stand ready to wage war on those intent is the demise of America
Fair Winds and Following Seas shipmates
I an a sub because i an navy fan
Thanks for information
i like the funny green guys
Thank you so much, these videos gives more information and understanding , I wonder how ? and it’s explained
everyone has a specific role ,
Thank you all for your service .
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Looks more like in 3 seconds..
Just imagine the G force!
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I was a radar ET aboard the USS Forrestal in the early 80's. Our shop was up in the island, just below the bridges, so I frequently got a first hand look at flight ops, even if not directly involved. We flew F4's back then, and I can remember commonly seeing them drop just a bit as they would leave the deck during a launch, so I can see where upgrading catapults would be needed as the jets get heavier. My ship went into a SLEP overhaul in 83, at least part of which was extending the flight deck to accommodate the F14's.
I also saw, on video, a failed launch from the port side bow cat. I was night crew when it happened, so I was asleep, but we had camera views of the flight deck that were broadcast on the ship's TV systems. So, I've seen the video. The launch started off as normal, until about halfway down the rail, there was a big burst of steam and the momentum dropped. That F4 went off the bow, dropped, and didn't come back. I believe we lost the pilot in that one as well.
Also, with the steam catapult, the jet is powered up at launch. In fact, the way it was explained to me was, a certain amount of force was required to release the launch. Part of that came from the catapult, part from the jet itself. In those days, apparently a metal link in the holdback would break at the appropriate force level, releasing the jet to be flung down the rail.
I can also attest first hand as to where the jet exhaust goes when it hits the Jet Blast Deflector (JBD) for the starboard bow cat, which is just in front of the island. In the middle of the front of the island, up above the bridges, there was a small, commercial, port navigation type radar. Every Navy ship carried one of some type, like a Pathfinder, for example. There was a catwalk where the small domed antenna was mounted, so there was one of us on each side of it. It was about 3' diameter, with a radome over it held on by a metal clamp. We had just unhooked the dome and were lifting up and off when a jet preparing to launch lit off. The (very hot) exhaust hit us, almost ripping the dome out of our hands. We pulled it down and tucked in and waited. Once it had launched, we snapped the dome back and went back down until after flight ops. Note, this was approximately 5-6 "stories" up from the flight deck.
We lost another F4 and pilot on that cruise as well, only on a failed night recovery. Came in low and hit the round down. Ended up in pieces and spot fires scattered all over aft of the island. I saw that aftermath first hand, running out to "vulture's row" (a catwalk along the outside of the island) to see after someone ran into the shop to tell us about it. That one got our shop investigated for about a month, because it was a night recovery so it involved our ACLS (Automated Carrier Landing System) radars. Ultimately ruled to be pilot error in that case. I have a feeling the catapult shop may have also had an investigation following that failed cat launch, given both cases lost lives and equipment. But, I have zero knowledge of that, well outside of my department on the ship. In our case, they pored over maintenance records, interviewed techs, etc.
Overall, we lost 5 people on that cruise, and it was still considered a "safe" cruise. But, it is 5000+ people on a floating, virtually 24/7 airport, with lots of fuels, weapons, etc. All accidental deaths, aside from one heart attack. We spent that cruise shuttling "diplomats" back and forth Israel/Lebanon or on station in the IO. A map of our cruise path was basically a black dot off Israel and a black dot in the northern IO and lines between. I did get to drink two beers, legally, on the flight deck in the IO, however. An old tradition ("splice the main brace") brought back just long enough for me to enjoy it. :-) A reward for consecutive days at sea without a port call.
I was on the PAUL FF1080 Jun 78-June 81 I was EMO 78-80 I knew the EMO on Forrestal. Used to borrow “shop spares” for deployment.
@@larrybarton2351 I got to the Forrestal around Dec 81, so it sounds like you would have dealt with the outgoing EMO when I got there. As I was given to understand, he didn't like the radar shop, which is how we ended up with an incompetent IFF tech.
The previous tech had left, instead of sending the person that had been tending the gear since his departure, they pulled two guys from the comm side and sent them to school. Then sent the worst of those two to our radar shop to be the IFF tech. The one that had been handling it became our supply tech.
As a consequence of that, there's a picture of me on the top of the SPS-43 radar, pointing to the tape unraveling from the connection to the piggyback IFF antenna. Below me is that "supply tech". And on the platform is the supposed IFF tech. And, there was a 2000 man-hour 2K filed when the job was done. Because the bad weatherproofing allowed my (I was the 43 tech) rotary joint to fill with water, shorting the transmission line. Blowing out the transmitter. Until he exhausted the ships spares. We had to completely replace the transmission line.
The EMO that replaced him we had on the 82 cruise. He took care of all of us. He was one of the two best officers I knew in my ten years in. The other was the Director at ET 'A' School in the late 70's when I was an instructor there.
I went from the Forrestal to the Vreeland, FF-1068, as its IFF tech, so I also spent some time on a Knox class frigate. I feel like I remember the Paul name, but I'm not sure. Both ships were homeported at Mayport, though I rode the Forrestal into SLEP in Philly.
USS Kitty Hawk CV-63 1982-85
Shot F-14's back then.
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How does it 🛑 so abruptly after landing eye don’t get it?
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USS FORRESTAL CV-59 82-84
The average of life per six month deployment was five souls.
In 82 we lost seven. 😔
45 seconds between shots is to slow for the emals, steam cats can shot a plane every thirty seconds or less, I was on the Nimitz 84-88, Cat #2 did 2 Med deployments and 1 NATO.
I remember that Disneyland had a specific ride back in the 80’s. It was a 360 degrees theater with screens all around it. One part of the film was the top deck of an aircraft carrier . You really felt that you were in the middle of it. Other scenes were in a hot air balloon in Monument Valley . They had horizontal bars for viewers to hold on to in case people would loose their balance because you would have to turn your head in all directions to get all scenes.
The attraction was closed years ago. It really showed the greatness of this country and its people. Now we have a woke Disney…
huh? I thought China wasn't able to do so yet? They want to get EMALS going but it's just a wish.