Inside World's Most Dangerous Workplace: US Aircraft Carrier Flight Deck
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- Опубліковано 7 вер 2024
- How does a plane take off from an aircraft carrier? How do planes land on an aircraft carrier? Witness the incredible skill and precision required for successful takeoffs and landings as we dive into the heart of the world's most dangerous workplace. In this video, we'll unveil the thrilling secrets of flight deck procedures, from the intricate ballet of humans and machines, to the powerful technology behind catapult launches and arrested landings. Experience the adrenaline rush as we follow the dedicated men and women who bravely navigate the perilous environment to maintain their carrier's dominance in the skies and on the seas. #aircraftcarrier #usnavy #sailors
aircraft carrier landing, aircraft carrier takeoff.
One big mistake, the aircraft's engines are not turned off and on when they are on the catapult being checked over prior to actual launching. I spent 4 years on the USS Constellation in the 70's working as a plane captain and powerplant tech on the night shift. Try doing your job in total darkness with 30+ aircraft running and taking off and landing, that's dangerous. Some people only lasted 5 min. first time on deck and called it quits. Working the flight deck will change you forever.
Thank you Joe Moore for your service to our great nation, YOU are one reason why the USA is a great nation with great men!!!!
Your absolutely right Joe did 2 tours on the enterprise early 80’s worked on the flight deck as plane captain as well on first cruise and AE on second. Not an easy job to do
Correct
I once worked at manufacturing plant with big machines with alot fast moving parts it was hard work on your feet all day.
We had high turn around workers couldn't handle it until one day this new worker comes in and when he was assigned to my crew I asked him what did you do before working here he replied I served on flight deck of aircraft carrier I shook his hand thanked him for serving and knew I didn't have to baby sit him around these machines and I was right this guy saw things happening before they actually happened.
Now he is off the floor and has his own office.
V-1 USS CORAL SEA 74-75
I was attached to the USS Lexington 1978-1982, VT-4 Pensacola, FLA. LUV'ed every second of it. Nothing like being on the Flight Deck as a White Shirt. 👍
I in VF-191 made three WESPAC cruises aboard the SS Orskany 1971-1974. I was a Brown Shirt.
I was there from 1976-1980, was assigned to the AOM, flight engineer. We flew and maintained the 3 C-131's. flew a lot of support for the 3 VT training squadrons. Many trips back and worth from Corpus, Beeville and Kingsville in support of ya'lls training squadron, small world. Got to make a few cat shots and traps on some down time on the Lex Cod runs, the old S-2 tracker, still miss it today!
@@rodneywilkerson9854 Brown shirts work their asses off, white shirts stand around and watch.
24/7 busy as hell. Deep respect for all those people, on these navy carrier’s. 👍👌💪
Our CO when I was on the USS Saratoga had over 1,600 arrested landings when he retired. He's also the pilot who landed and took off from the USS Forrestal in a C-130 with no arresting gear and no catapult.
Retired Admiral Flatley , I served with his son LT Joe Flatley in VFA-131 Wildcats at NAS Cecil Field fla 1986/1988 good aviator as well .
@@kellywilson8440, one of his sons was in the back seat of the F-4 when he completed his 1,500th arrested landing in 1980. I'm not sure if it was James IV or Joe, though.
@@bobmarlowe3390 Roger that Bob , Thanks for sharing your story and for your service brother !
The flight deck and working on it is truly the real danger zone. Probably one of the most dangerous jobs/places in the world. Thanks to all now serving, those who have, and those who will in the future. FLY NAVY!!!
WOW WOW WOW amazing exceptional people! 💙💙💙💙💙💙💙💙💙💙💙 So proud to be an American!!!
I was on the TRIPOLI LPH -10. HELO CARRIER. JUST AS DANGEROUS.
Was a plane captain on the Forrestal and line po on the Intrepid with VA-106. Great to see all the improvements on the flight deck and the hangar bay
Fascinating and impressive!!
Agree with Joe, 71-72 USS KITTY HAWK in Vietnam, cat one petty officer. They definitely don't turn off engines
Aloha Shipmate. USS Kitty Hawk CV63 WestPac 1984. Bravo Zulu and Press on sir.
Bravo Zulu 😊💙
They didn`t have these safety landing procedures in 1980. A good friend of mine was killed when the plane came in to far to the left and hit a parked plane killing my friend. It was hit or miss back then. Most hit the mark but sometimes they missed and it was a mess. Pilots died and crew members died. It is much safer now. It is the worlds most dangerous job even now! You had better have your head on straight or you might get killed if you walk in front of a jet intake! Even with all the safety checks, it is still possible to die if your not on the ball! I was a brown shirt back then and I saw people die from simple mistakes. The flight deck is the real deal! Be alert or else!
You had the most physically demanding job on the flight deck. BZ to you.
Great informative video. Beyond impressive technology and processes involved to make all of that happen seamlessly.
Did you say tht pilot shuts off and restarted the engines while on the catapult? Ever actually been on a flight deck?
The guys in the yellow shirts are NOT final checkers. They are aircraft handlers (ABs) who are a part of the ship’s V2 division. The actual aircraft final checkers are the squadron maintainers who wear Black and White checker-board shirts. They are the ones who check over the aircraft and give the thumbs up to the yellow shirts if the aircraft are safe to launch.
The Yellow shirts are AB’s, but NOT part of V-2 Division. They’re ABH’s (Plane Directors) and assigned to V-1 Division. Green shirts are the ones that are under the aircraft during launch.
Navy pilots regardless of whose navy you are talking about are the best pilots around. Who else lands on an airfield that's pitching and rolling in bad weather while trying to run away from you? Add to that in flight refuelling and you can see why the have to be so good at what they do.
Could today's carriers endure the same impact as the USS Franklin, hope we never find out.
The original USS ENTERPRISE CV-6 was the most decorated ship of WWII.
I would think the night carrier take offs and landings, particularly in rain/squall conditions would be the most dangerous workplace.
I worked on nights on the flight deck and we had to use our blue flashlights but sparingly. It was pretty hard to see and we always tripped over chains 😂
Night launches are always a little more difficult than day launches. It’s really hard to see exactly what you’re doing. You almost need to be experienced enough while operating during the day time, that you could possibly do the same shit blind folded at night.
Aircraft propellers are more difficult to see at night, and very easy to miss and walk right into them.
I'm just here to ask, per the thumbnail, what you have to have done to end up with the callsign "CHUD". Mr. Miller I can only assume is rather hirsute (like a gorilla) to be called "Koko".
When a plane launched does the tow bar fall into the ocean and lost or is it tied to the carrier
I think you mean catapult. The jet doesn’t launch with a tow bar the tow bar is only connected to the jet to tow it to a different parking space with a tractor. The catapult actually launches the aircraft. It has a stopping point and the aircraft keeps going. The catapults are operated by steam. I have been a final checker and power plant tech on deployment on the Truman for the 2021-2022 deployment
If you're referring to the tow bar mentioned in the video, it's attached to the nose gear and stays with the plane.
The launch bar stays connected to the shuttle until full completion of the launch. The Holdback bar (depending on the type of aircraft) is tied into the aircraft and the Catapults NGL system. Those designed Holdback bars have a certain breaking strength that’s designed specifically to that Aircraft. E-2’s & C-2’s utilize a “T-bar” that breaks after the Fire sequence. Those half pieces can be kept as memorabilia if left behind.
Before the use of nose tow launch bars, catapult launches used a steel rope called a bridle (they varied from one aircraft type to another). The bridles would stay on the ship at the end of a launch, although I've heard that in the early days of using them they were just flung into the ocean at the end of the shot.
@@davidabarakCorrect. Before the invention of Holdback bars, Catapults used the Bridle system and required an extra body for “hookup”.
I had done it multiple times prior to the extinction of the Bridle system. I hated it and was grateful for the invention of the Holdback Bars.
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USS FORRESTAL CV 59 82-84
I was V4 flight deck 84-88..Crab fishing in the Bering Sea is far more dangerous but a rush non the less.
I want to go on a field trip and you be my guide
Come to the USS Midway Museum in San Diego. I'm a docent (tour guide, basically) there. Much of what we describe is pretty much the same as how things are done now. But even a trip to the Midway isn't the same as being on the flight deck (or in the aircraft!) during flight operations. Even the smells when you first board the ship are the same - the smell of hot lubricating grease.
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💙💙💙💙💙💙💙
Go Navy, 1 west pac cruise uss America, 1 Nato cruise uss Indpendence.
"restart the engines" huh -
3:08 'Restart the engines'?? What?? They don't stop the engines ever from first taxi, they need them for hydraulic and electrical power, and for thrust to taxi into the shuttle. The signal at that point is to go to full mil power or whatever setting that particular aircraft uses for catapult launches. They then do a full systems check in tension which is cockpit scan by the pilot and full controls sweep while the flight deck crew final checkers verify full control surface movement.
While personnel who make actual US NAVY video productions may make this mistake it seems hard to believe it would not be caught before release. This has to be an unofficial fan channel and not actual NAVY.
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Whoever made this video has no clue.
Has no clue regarding what? Please explain and elaborate if you will.
@@torn-_shuttle123
I started recording errors as I watched the video, but since the video is more than 11 minutes long I realized that would be a long task. (There were only three or four errors in the first three minutes. In that time, they _generally_ got things right.) Instead, I'll describe the actual process here. I'm describing this as if the catapult officer (shooter) was on the flight deck; it's slightly different if the shooter is working from the bubble (the pod or whatever else it can be considered). Some of what I'm describing happens concurrently, but I can't describe it like that.
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Well before the aircraft are started up for the next launch cycle, a plane captains cleans the cockpit glass. Ordnancemen load weapons onto the aircraft. Aviation Boatswains Mates that specialize in fuel will fuel the aircraft. If needed, easy maintenance items will be handled by various technicians.
The pilots review previous problems (discrepancies) with the aircraft, and they calculate the gross launch weight - the empty airplane plus the fuel and weapons.
Aircrews arrive at their aircraft and perform basic power-off preflight inspections, both internal and external.
Guided by the plane captain outside the aircraft, the pilot starts the aircraft engines. Aircrews inside the aircraft begin power-on preflight checks.
Plane captains remove the chains holding the aircraft to the flight deck and then they remove the wheel chocks. (There are several chains, so more than one plane captain is involved with this.)
Aircraft directors direct the pilot to holding points on the flight deck, depending on the traffic flow and the order they'll be launching. There are zones on the flight deck, so control is passed from one director to another as needed.
The aircraft will stop behind the jet blast deflector (JBD). When the aircraft that's already hooked up to the catapult is launched, the JBD will be lowered and the aircraft directed forward to the point where it'll be hooked up to the catapult.
The aircraft director will signal the pilot to lower the nose tow launch bar, which extends forward from the nose landing gear. (I believe this is done from outside on E-2 Hawkeyes, but I could be wrong.) A member of the catapult crew will attach a holdback bar to the back of the nose gear. With older aircraft and the E-2 Hawkeye, a metal fitting, often called a dogbone, is what links the holdback bar to the nose gear. Hornets don't use dogbones. "Final checkers" will take a quick look at things like tires, just to back up the pilot. The pilot gets a signal from the aircraft director to spread the wings (the wings are folded while parked and during taxiing).
A weight board operator on the flight deck will dial in the reported gross launch weight for the aircraft into a box with big numbers. That person shows the pilot in the aircraft. If the weight is still the same as what the pilot calculated, he or she gives a thumbs up. Sometimes fuel or weapons are added or removed, so the weight can change, and if that's the case the pilot will signal to increase or decrease it in 500 pound increments. Finally the pilot will approve the new weight, and the operator shows the board to the console operator, who will enter the weight into the catapult system. If you give the "cat shot" more power than is needed based on the weight, you'll over-stress the aircraft over time (you could even break the launch bar off), and if you don't give it enough power, the aircraft won't be fast enough to fly at the end of the shot.
The aircraft director will signal the pilot to taxi forward slowly. The launch bar will ride up on top of what's called the shuttle blade, the part of the catapult the aircraft connects to, and then drop down to the flight deck in front of the blade. The back end of the holdback bar drops into one of the slots in the "zipper track" on the flight deck; this is what keeps the aircraft from moving, even at full power, once the pilot releases the brakes for the last time.
The person handling the hookup duties signals for the blade (which is connected to all the catapult machinery directly below the flight deck) to be move forward, coming into tight contact with the launch bar. The deck edge operator, who controls the catapult, will raise his or her hands once this is done so that if they catapult fires before it's supposed to, everyone will know it wasn't this person's fault. The catapult is now "in tension;" the aircraft is fully hooked up, and if the catapult is fired accidentally, the aircraft is going, no matter what, so the crew needs to hurry - safely.
The aircraft director turns over control to the catapult officer (the shooter). The shooter signals the pilot to go to full power. The pilot looks over the engine and other system instruments, then tests out the flight controls by moving the stick (or yoke in Hawkeyes) to their maximum deflections. Final checkers stationed a safe distance at the rear of the aircraft look at the engines and flight controls. If they see no problems, they'll give a thumbs-up. If the pilot is feels the aircraft is in good shape, he or she will salute the shooter. (At night, the pilot turns on all the external lights instead.)
The shooter will render a quick salute to the pilot, and then conspicuously point out the various places where the people involved should now be so they're safe. The shooter will time everything so that the bow of the ship isn't pitching down at the end of the cat shot - you don't want to point the airplane towards the water. The shooter will also quickly verify that the catapult is set correctly for the aircraft. When the shooter is satisfied, he or she will kneel down, touch the flight deck and then point forward. That's the signal to the deck edge operator to launch the aircraft.
The deck edge operator, hands still up, will do a quick look left and right to verify everything is clear, then they'll push the button (I think it's two buttons at the same time, actually), to launch the airplane. The catapult fires; in the case of a Hornet, the holdback bar splits into two re-attachable pieces. The smallest piece stays with the airplane until it lands and the largest piece, the bar itself, stays on the ship. With aircraft that use dogbones, the dogbone actually breaks apart. Half stays with the airplane until it land and the other half gets tossed into the ocean. The holdback bar stays on the ship.
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It's possible I may have left a few small steps out (still drinking my morning coffee), but in general this is a pretty complete description of the process to launch an aircraft.
@@davidabarak Was your reply directed towards me or to anyone that wants to know out of curiosity?
@@torn-_shuttle123 It was a reply to your question, but meant for anyone.
@@davidabarakI suppose I was just questioning about your “No clue” regarding the video.
I’m fully aware of how Flight Deck operations are conducted. And more than qualified on how Catapult and Arresting Gear systems are operated. Retired ABE.
Just wanted to hear your view on why you thought that person who posted this video “had no clue”. That’s all.
Why do I want to join US Navy? I'd rather become an adult movie performer.
Talk to a Navy recruiter... they might have a similar job on the ship and that would look good on your resume!
sorry inch no way
I suppose you could do whatever you want. Regardless of whatever branch of service. Adult movie performer VS military service member, that’s totally up to you.
I will say that joining the Navy, or whatever other branch, isn’t as bad or hard as most people make it out to be. And sticking with it, to the full 20 years goes faster than you think
And, if you get the retirement, plus all of the disability that you claim (up to 100%), you won’t have to work another day in your life. And if you’re 45 or 46 years old of age, that’s not a bad deal.
Or, be an adult movie performer with zero benefits. In the moment it sounds awesome, but in the long run, you don’t have shit, except Clamidia.