Place a 💙 if you respect the bravery of these pilots, and share your thoughts on how the Navy can improve safety measures to prevent such incidents. Do you think advanced arresting gear technology will reduce risks or bring new challenges? 💙👇
Yes, pilots rock, but how many crew members risk their lives daily so a pilot can take off with a fully armed aircraft and land safety afterwards. You are all heroes! Thank you for your service!💙❤️💛💚🤍 (and any color I missed).
There is a reason working the flight deck is one of the most dangerous jobs in the Navy. Breaking cables are always a danger. Much respect for those who serve!
Dad was a Naval Aviator( still flies) from 1957-78/79. Flew with VA-113 , VA-86 and a couple years at PAX river. Going through his old cruise books I was amazed at the peace time loss rates, highlighting just how dangerous it was. Amazing men all.
From 20 years in the US Navy, I can tell you the only way to ensure proper maintenance is training. The Navy does two things more often than anything else and they are training and cleaning. The goal is to always run a taught ship.
Agree, I arrived at Lackland AFB then on to Chanute for tech school, although our bloated government is chock full of hacks, I'm still amazed at the thoroughness and effectiveness of military training. 50 years later, I still fold my clothes the 35-10 standards...hard habit to break.
Pure nonsense, none of that has been shown correct in the real world. In actuality, the way to ensure proper maintenance is to eliminate things requiring maintenance in the first place. Then you get the benefit of eliminating the foolish person that fails to do it, as in the case shown in the video. Involving people that have a high school level of education or less is the goal. The Navy hasn't figured that out yet, so stuff is always going wrong requiring new training and an unnecessary high number of crew. Modularity and self-maintenance is how you do it...period. In 20 years you never thought this through.
I was on the Ike in the 80's when this happened to one of our F-14's. Both aircrew survived but had to be fished out of the icy Med. The plane was a goner and it basically exploded on impact with the Med.. One of the deck crew dove in and cut one of the aircrew out of his chute as the wake of the carrier caught the chute and it was dragging him under. It was an excellent recovery effort.
@@_pawter The "diver" was a Navy Seal. Those guys do these jumps all the time as part of high entry jumps. Basically a feet first entry with their ankles / legs crossed.
In the air force I was a member of Prime Beef. Rapid runway repair. We employed an arresting system that used a B-52 brake, and a cable across the runway. It was crude but effective. This was in support of naval aircraft in time of war. I also know that flight deck operations are one of the most dangerous jobs in the military. My hat goes off to them.
Almost every Air Force runway has arresting cables at both ends of the runway. They are designed to stop tailhook equipped aircraft in case of brake failures. They are tested at least 1x/year. Usually a brand new nugget (Second Lieutenant) told to taxi to the end of the runway at high speed and drop his tailhook. They are not there to train Navy pilots.
@@davidgiesfeldt6650 Korat Thailand, Clark AFB Philippines, Tinker AFB Oklahoma. Camp Red Cloud Korea with an army detachment. Spent most of my career in the pacific with mobility outfits.
During dad’s Navy career (43-68) he was on 2 carries. He didn’t talk about it too much. He did say one of his friends was killed when the cable snapped. Also a jet went off deck into the water during take off. The pilot was lost. It happened on a carrier without the side deck.
Most informative; citizens should be grateful for the skill and dedication of the crew who operate these complex machines, so necessary for international security.
When I was on the Lincoln in the early 1990's, a jet didn't have sufficient catapult force to take off and it crashed in the water. Scuttlebutt was that the proper plane weight wasn't dialed in. The Navy does have strict PM maintenance procedures, but things can and do break, such as arresting cables. I avoided the flight deck as much as possible, and thankfully, my job as an engineering ICman kept me away from there-John in Texas
12 years, 4 carriers, flight deck work 12 on 12 off. These are mostly kids doing this ballet. They can NOT do it correctly without the motivation factor. IT IS PARAMOUNT !! Write them, call them and pray for them !!!
That Hawkeye save by the pilot was extraordinary... probably skimmed the water almost... some big balls to not pull the ejection. That is not a cheap plane that's for sure.
I was on USS Bennington CVS-20 V2 Division (arresting gear and catapults) during 60,61, and 62. Cable maintenance was hazardous because large amounts of trichlorethylene were routinely used to degrease cables and sockets. Many old sailors my age (85) are afflicted with parkinson's disease as a result.
When that was found in the wells in Manchester NJ it was assumed to have come from Lakehurst where the cables are made but it turned out to be from a concrete company using it to wash out their trucks and let it go into the ground 😢
Situational awareness and eyes in the back of your head. It’s one of the most dangerous places to work. And all of that was on a calm sunny day. Flight ops during storms are the worst.
Flight Ops on carriers are so dangerous that one can be written up on report for just being there for no reason! Being part of engineering, I avoided the flight deck at all times-John in Texas
I'm a Navy vet. There is no easy answer to insuring adequate training, readiness, and safety in air ops. Stuff happens. Everyone has to be at the top of his/her game. The problem is addressed by instituting Continuous Improvement Programs and using them to maximum effectiveness. All the while being ready for the unexpected.
Yours is a perfect answer. The only thing I might add to it is that the technological advancement, whatever it is, should be helpful in adding to safety, as well as performance. But, to your point, other complications could arise, that are unforeseen and training and diligence is the only thing that will make a difference there.
The problem is the system is being abuse by NON STEM Degree people who are using it as second pay check or diverting the money to other areas. As I see, some common sense solution were discounted or discourage through the NAVY's LIP Service to Navy Veterans who actual spent the time to get a real STEM Degree. Plenty of solution that could increase catching line one and providing optional safety and maintenance...Then again the elephant in the Room, how did CHINA get this technology...Non STEM senior old farts...
Some decades back our wise government hired a university team of experts in organizational management to visit one of the Navy's Aircraft Carriers, observe operations, and report with recommendations for improvement. They were astounded at seeing the Deck Walk that included senior officers alongside the youngest ratings, peering intently at the flight deck to spot any debris that could possibly be sucked into the jet intakes, or bounce and strike a spinning prop, or otherwise do the least damage to aircraft. They were likewise amazed at how kids still in their teens were trusted to operate within a few feet of spinning props or powerful jet engines, and lots of other massive equipment that could shred them in an unguarded moment. They found it hard to grasp that the Division Chiefs ("Petty Officers") were training the teenagers to do these dangerous jobs. But the understanding of the organization, and how all the various TASKS are supposed to MESH, has been passed along this way for Generations. It seems the academic efficiency experts didn't have major changes to recommend. Anyhow, that's how I heard the story. If it ain't Broke...
Reportedly, “the Berkeley Group” came ashore amazed at the safety and reliability they observed. The visit was a major influence for the book. “Managing the Unexpected” by Weick and Sutcliffe.
Attention to detail and training are bulwarks of Navy tradition, but no matter how hard you try, things get overlooked out of boredom, this usually resulting from constant repetition. Happened to me working in a cardboard tube factory. Do the same damn thing over and over 50 times an hour, 10 hours a day for two weeks and see how your attention span does! lol God bless every one of those men and women who serve, they're the best we got!!!
Outstanding documentary about our naval carriers. Being a navy reservist, I spent my time in Danang Vietnam. Seeing what our sailors do on a carrier is awe inspiring.
The yellow shirt jumping up and down is exactly how we were taught to react. Even if you didn't have sight of the cable, jump as high as you can as fast as you can. Never had a cable break on my crews but saw a few that did.
In ABF A school we were shown a flight deck video of an arresting cable that broke and it showed two blue shirts that literally got cut in half by the cable. Not a pretty sight, but it did show us what CAN happen on the flight deck.
Here is the shirt color description Yellow: senior aircraft handler (guides planes around the deck) Blue: Jr aircraft handler usually does tie downs and towing Purple: fuels Green: maintenance on aircraft and shipboard equipment Red: ordinance Brown: plane captains (they prep the plane for the crew) White: QA and safety.
Personally, I volunteered subs to stay away from surface ships, in general. They are scarily dangerous, imo. All jokes aside, any ship or boat requires a team effort where everyone needs to understand and fulfil their responsibilities. It is the job of their seniors to guide and direct them. And to correct any discrepancies. As a lead PO in my division, I was responsible for Maintenance and Training among several other things. It took me a long time to be conversant with all the aspects of the equipment we were in charge of and methods of testing and repair. This was not only on-hands training and reading and knowing the contents of ALL of the tech manuals cover to cover, but also involved supplemental maintenance schools. Passing on that knowledge as well as overseeing the entire Division's equipment was a large task. But it is so easy for one of the junior members to skip that one check, forget to tighten that one bolt or leaving the switch in the standby position. Which is what boot camp was supposed to teach all recruits about if nothing else: Attention to detail. Most failures are caused by that one simple fault: a sailor not paying their entire attention to every last detail of what they are doing. It's what gets people hurt or killed. I was in only for 6 years but I left the NAVY with that philosophy of attention to detail branded into my psyche. So when I enjoy my lazy days gardening, I notice the new weeds starting to sprout, the cracks in the dried soil telling me I need to add some mulch, and that small hole in that leaf over there. In short, my time in the service not only enriched me in teaching me how to be a member of a team but also taught me to observe my surroundings. Forty years after leaving, I see more of the world around me than most young people do today. TY all who have served.
I worked on the flight deck as a 19 year old loading bombs, rockets, 20mm ammunition on our planes in 1964-65. The roof as they call it is definitely a high risk environment. I’m proud to have done my job up there.
Former Navy, myself, here. USS Saratoga CVA-60. In basic at Great Mistakes we were told simply to expect any of our four A.G. cables to break AT ANY time during every aircraft recovery if we did not want to become a fatality!!!! It was a literal act of God than no fatalities occurred, here. Of course the plane suffered no ill incident; all pilots are trained to hit FULL THROTTLE at contact with the Flight Deck just for that purpose.
I'm a Navy Veteran, ABE2, Cats and Gear, served aboard the USS Kitty Hawk CV63 76-80, 100% on the flight deck, no cables breaking, but one Cold Cat Shot resulting with a KA-6 Intruder in the water, both personal Pershing, I made two WesPac cruises aboard her, most dangerous job in the world, working on the flight deck,
There should be depressions on the flight deck near the arresting cables like "foxholes" to give the deck crew cover when aircraft is just about to land.
Blue is not for plane captains...They are deck crews who chock and chain the planes to the deck and drive the tow tractors during re-spotting the planes. Plane captains wear brown 😮
@@elizabethchase6528 A plane captain is assigned to a certain aircraft in the squadron and assist the aircrew in getting settled in the cockpit and then helping them out when they land. They also get their name painted on the nose landing gear door. Fly Navy
@@elizabethchase6528 They work their way up the ladder to finally get to that position. They are a member of what is called the Line Division. The captain must also know all the hand signals needed to communicate with aircrew.
I was on board an aircraft carrier and on deck when one of those events happened. It was one of my squadron's aircraft that broke the cable and I was one of the green shirt deck apes waiting for that plane to land so we could unload the film captured from a combat mission over N. Vietnam. Our plane was an RA5C twin engine jet which was reported to be the heaviest aircraft in the ships complement at the time. It also was the most powerful and made it back into the sky. The deck was cleared and the aircraft was recovered with no more injury or loss of life. The scuttle butt was that a turn buckle on the arresting cable failed but I never knew whether that was true or not. Some other deck apes were seriously injured but I managed to avoid injury and continue my job. Bottom line was that the flight deck of an aircraft carrier is the most dangerous place to work on the planet. Everything up there is looking for an opportunity to kill or maime you all the time so you live by keeping your head on a swivel all the time. I survived that for three years and deployed on three different carriers before deciding that I had served my country long enough. Unfortunately at my age and the length of time since the event, I no longer recall which ship that was on.
Served 1982-1992 as a Navy Gunner,training,schooling & constent awareness are all part of day to day operations,the biggest factor is repetition,doing the same thing without incident or accident,sadly you must remind yourself,not if but when something will happen & not fall into the routine of day in & day out operations 🇺🇸
💙 I did a tour on the USS Nimitz, on catapult #3. I appreciated every safe arrested aircraft returning. As the accident onboard of May 26, 1981 was not failure of an arresting cable, but other reasons. Firefighting on the flight deck that night was something I'll never forget. Loosing half of the hose team to injuries, within arms reach.
Sorry to be a bit pedantic, but I wonder why so many Americans use "loose" or "loosing" instead of "lose" or "losing"... Just one letter, but the wrong words... Stay safe, keep well! BTW, design simplicity leads to fewer maintenance problems. ("Fewer", not "less")
As an electrician ( assigned to the V-2 division) responsible for catapults and arresting gears on CVN 68 and CVN 65 these sailors are and were exceptional .
@@cindycreateforlife this footage is accurate. This video is about the sailors who are in harm’s way every second while at sea performing our respective jobs. We are also human and mistakes happen, investigations find the areas of failure and address theses issues therefore reducing the probability of another accident.
Carrier operations is one of the most complex systems humans have designed, and the choreography of it all is a thing of beauty. Frankly, I'm astonished there isn't a serious failure MUCH more often, particularly in light of the fact that many of the personnel are rotated every tour.
I worked as a mechanical reliability engineer for 36 years and was in the Navy for 7 years as an electronics technician prior to that. Working for the DuPont Co., I saw reams of data and statistics on equipment failures. The data showed that 93% of all major failures are directly related to human performance, yet training and refresher training are the first things to get cut in lean economic times.
I served onboard the USS Ranger CV-61 (1981-85). My berthing compartment was near the waist catapults. It so happened that the number three arresting cable passed through our berthing compartment. So my bunk, literally sat just above one of many shiv pulleys. For the number three arresting cable. Number three arresting cable is the cable all of our pilots wanted to catch. Our people were well trained. That cable was caught often. Especially when I was trying to sleep! Lol! So, I knew a lot of green and red shirts on my ship. One day, I got the personal deluxe tour of the arrested landing gear below the flight deck. It was explained to me, that the arresting team has to know the exact weight of the approaching aircraft. So the gear can be set just right. If the weight settings are off, the cable will break. A man lost his leg one day. When the number two cable broke. It was easy to get things wrong. But for hundreds of landings in almost any weather our crew nearly always got it right. I heard that the pilot reported the wrong weight for his aircraft. So the weight settings were too high. Fair winds and following seas!
Why / what are the sailors doing that are pushing the arresting cable, with a pole, after the aircraft stops and is released from the cable? Looked like they were assisting in the retrieval of the slack cable, but why?
@@septembersurprise5178 Should be self explanatory, but I will try. Everything about an arresting cable is dangerous. Especially the pieces of a ruined cable. Have you ever worked with metal? Most people today are so safe, they don't get exposed to metal fragments, burrs, slivers, and shards. Some of which, are sharper than any razor. Moreover conditions at sea, are always dangerous. Many of the chemicals used on, around, and inside aircraft, are extremely dangerous as well. Sea water on a ship at sea, has a way, of getting into everything! Seawater, is very corrosive, and causes short circuits in electrical equipment. Many of the lubricants and other chemicals used are intended to deal with this problem. The cable, and even the tiniest pieces of it, must be removed as quickly as possible. So the remaining aircraft in the air, can be recovered using the remaining three cables. Then the damaged cable will be carefully analyzed millimeter by millimeter. All as a part of the investigation. More over in a combat situation? The emphasis will always be on combat readiness. Meaning that the cable must also be replaced, and the arresting machinery repaired ASAP! Which makes the following investigation all the more important. As that one aircraft that isn't in the air? Can result in numerous people losing their lives. Like an incoming bomber, missile or drone NOT; destroyed by the aircraft that didn't fly. Was there a flaw in the cable? What was the weight of the aircraft? What were the settings of the arresting machinery? EVERYTHING is carefully analyzed to determine the exact cause, of the failure. An aircraft carrier at sea, is not ever a safe workplace. Warships are not designed to be safe. Warships are designed to kill people, and break things. Cruise ships are somewhat safer. They certainly cultivate a much safer REPUTATION! But the deep sea is never very safe. ANY ship csn sink! Actual safety is found in training, maintenance, planning and careful management of every aspect of the ship underway.
On the French carrier if their E-3 caught the 3rd wire the flight crew couldn't see the deck anymore from their seat.. We, Lakehurst had to design a new cam for the arresting engine to bring them to a stop sooner. Harder on the equipment but it made their crews 😊
BTW,, you said Blue Shirt was for "Plane Capt" NOT CORRECT. Brown Shirt is "Plane Capt", Blue Shirt are either Tracktor Driver and/or Chalk & chainer's.
I've been out for almost 2 decades, and the reasons that were given for the cable breaking like that are unexpectable, I've seen and used training aids form video's like this to prevent these mishaps .. Prayers to the sailors and speedy recovery. Also glad to see what the Ford class has for arresting gear .
Friend of mine was a photographer's mate on a carrier and was filming landings when a cable snapped and beheaded a guy. He was instructed to keep filming. This was 40 years ago.
There's nothing "routine" about carrier flight ops. First, your "airfield" is constantly moving. Naval aviators have described viewing the flight deck on approach "the size of a postage stamp." The Navy does work very hard to mitigate risks through training and maintenance of all the systems involved in bringing aircraft to a halt. I'm not a pilot but the pilots and crews of naval aviation are truly remarkable men and women, and my thoughts and prayers are always with them.
I was a US Marine 7011 supporting Expeditionary Airfields: airfield lighting (fresnel lens) and aircraft launch (catapult) and recovery (arresting gear) . Our gear used the same “tapes” and cables but our arrestors were a pair of huge fluid filled tubs similar to the torque converter in a automatic transmission to slow the aircraft and then using the same brake discs from a B52 for the final stopping power. Cables and tapes are wear parts and require inspection after each use but quick turn around sand mix air traffic can lead to missed and potentially failure. The AAG is just a modern variation on the USMC portable arresting gear
the electric"rail gun" launch, rather than steam, used on the latest carriers is a perfect example of high tech that doesn't deliver, its failure rate is much higher than good old fashion steam.
It would definitely help to have a much better catapult system in place before ships are ready for the fleet. In the case of the USS Gerald R Ford, the catapult systems don't have enough power to launch aircraft. A viable catapult system is necessary.
I worked arresting gear on the Midway and Constellation at the end of Vietnam . Never had a cable break but did have a “ to block “once when the operator had the wrong weight setting , that came close to breaking the cross deck pendant . ABE - 2 Wes Bittick .
Doesn't this video show that each one of us on duty has a responsibility to ourselves & others to keep our eyes on this damn cable no matter where you are working when aircraft are landing good luck fellows thank all of you from past and present for looking after your Country Bob Lowe uk
Actually that was very lucky disaster because they were close to base and the injured could easily be flown out and ship return to port for repairs. Had it been somewhere engaged in ME or SEA in active duty, it would have been far worse situation. Arresting cable breaking has to be more dangerous than anchor running loose. At least the anchor lands in ocean, albeit it could conceivably ensnare and kill a sailor, but arresting cable snapping is has to be worst nightmare next to fire on deck. The pilot should be recognized for quick response and nerve.
After 73 years, I have learned "simple is best". The least complicated system should offer the simplest repair procedure while 'not' compromising safety (Number 1!), thus reducing overall down time. In this scenario, time is not money but "lives saved". My mechanical engineer son has proven this time and again when he "simplifies" other engineer's extremely complex designs into more functional practicalities. Problems with every new design will only present themselves with time. Keeping this in mind, then new "advanced" arresting gear system should, by design, reduce risks. New challenges don't necessarily have to interpret into higher risks.
The accident involving the Hawkeye would have could of ended much worse. Personally, I had many years in engineering,maintenance & preventive maintenance. Simplifying procedures is definitely the way forward, whilst P.M. is boring to some mechanical technicians it is vital & a important tasks that must be carried in meticulous fashion, not a rushed tick & flick. The planned upgrades will definitely make carrier operations safer & help to minimise risks.Keep safe.
I did two 9 month cruises one on the Ranger in 80 and another on the Enterprise in 82 worked on the flight deck as a final checker/ trouble shooter and never saw a cable snap. worse thing I saw was an Hawkeye land too far to the right and its wing hit the nose of the two EA6B`s planes I was standing between on the foul line that had just landed destroyed the nose on first one and the other was fixable. the E-2 missed the wire sheard about 5 foot of its wing off and went off the end of the deck did a very sharp turn about 5 feet off the water right in front of the ship. all of us on deck had our eyes on it as it almost hit the water going down the starbord side but managed to save it go around and make a landing. it was pretty crazy.
Excellent video on the complexities of arresting gear servicing and maintenance. As the technologies improve personnel must be trained to maintain a safety record in a dangerous environment.
I used to work for a company that we actually but the fittings on the cables that came from Bethlehem, steel for aircraft carrier landings back in the day and a small town in New Hampshire we took the job with pride
Amazingly brave individuals we have protecting our beautiful country! Thank you each and everyone of you! I say bring in the new technology especially if it reduces high risk danger as shown. Then deal with the new challenges in a controlled and orderly manner until the next inevitable challenge arrives.
Frankly, in respect to the complexity of Naval Carrier operations, it is a tribute to those who serve that injuries and fatalities in operations are low. Carrier operations must be one of the most potentially hazardous areas of the military and the professionalism of those involved at all levels is reflected in the exacting performance that mitigates accidents.
The commentator is not a Navy/carrier vet! Carrier Battle Groups aren’t out there sailing together just in case someone’s aircraft needs to be saved 2:52. Rarely do CVWs sail together, I was on three carriers, Stennis, Ike, and JFK (notice we go from good to decent to shitty?!, perhaps a metaphor for my Navy career 😂 ), I digress. We did pass our replacements in the Gulf though, got a good opportunity to wave the one finger salute and wish them a long lovely cruise in the gulf.
Just so you know, those arresting cables are made at Lakehurst New Jersey and they are monitored at Lakehurst and Lakehurst is where the Hindenburg blew up just so you know and they still monitor the cables to this day. Used to work there doing environmental stuff like asbestos lead mold, hazardous materials, and stuff like that, it’s a very old base, as you can imagine, but that’s where the cables are monitored. They know how long they will last and when they need replacing operation, I guess it’s a joint Air Force Base with two other bases basically Maguire and another one I forgot off the top of my head, but I walk the ground where the Hindenburg fell, the ground is still charred there very interesting and they have a little plaque as well. I was also on the USS John F. Kennedy aircraft carrier and worked in b division where they supply the steam for the ship and the catapult. I also worked up in the catapult area for a short time, interesting stuff after I got out of Navy is when I went and started working at Fort Monmouth Army base and then we would go down to Lakehurst to work as well
This is why the Royal Navy uses the shipborne rolling vertical landing technique because there's no need for arrestor cables or tailhooks. They also use the ramp assisted short take off technique because ramps don't break down.
Ramps are not flexible in terms of aircraft weight or loading. They’re not used anymore, except by very obsolete navies, like Russia or China. No arrestor hooks or cables? Maybe for the Harriers or the F35B. The Harriers are being phased out. That landing technique can be used only for VSTOL planes, everything else with wings needs cables.
@@Fred70115 Have you never seen the Royal Navy carriers then? And don't say the Royal Navy is obsolete just because the US Navy has more carriers! We may be small but we punch far above our weight and the only reason why we still don't have two fully equipped carriers is America's fault not ours!
We don't wear helmets on board the carrier. We wear what is called a CRANIAL. A cranial is comprised of a canvas like material with two hard plastic sections one on the front one on the back and a padded band in between which has the ear muffs band going across the top of the head.
They tell this story like it was the first time it ever happened, but sadly, it wasn't. I personally witnessed a cable snap on the U.S.S. JOHN F. KENNEDY, CV-67, in the summer of 1981, having just left Portsmouth Naval Shipyard, after a nine month overhaul. On our very first day back at sea, the very first plane ( an F14 Tomcat), to land that fateful day, grabbed the arresting gear and snapped it. When it did, a ship's photographer, who just seconds earlier, had entered the flight deck from the island, or superstructure to record our return to "Work-Ups", suffered a catastrophic injury. When the cable snaps it is nicknamed, " The crack of the whip," because the cable reacts like a bull whip. It did just that and in the blink of the eye it amputated that poor photographer's leg at the ankle. I know not how many times this has ever happened in the history of Naval aviation, but I do know that this incident onboard the Eisenhower was NOT the first time. Working on the deck of an aircraft carrier is considered to be one of the most dangerous jobs in the world, and incidences like this are a prime example. From a former ABF, and later, a TD2, I salute all sailors, marines, soldiers and airmen and thank them for their efforts and courage, as they continue to protect the U.S.A,. the greatest nation this world has ever known.
Having completed two westpac cruises on the Big E, in the 80’s, we lost most sailors topside from jet engine suction. Nasty business. I was relatively safe in the #3 engine room/Reactor Auxileries.
Depending on your location on the deck you'd best be prepared to jump as high as you can if you value your legs. Wouldn't recommend lying down. Watch the cable & hope you're quick enough & lucky enough.
I'll bet the enlisted told their seniors over and over again about the problems with complicated and confusing maintenance procedures and the higher ups did nothing.
This is why carrier landings are made at full power. If the plane misses the arresting cable or the arresting gear fails the plane has a chance to continue flying away.
one item that will and is helping to control energy from aircraft landing on a ship deck is a uplifted deck, and in the future a swing uplift deck taht will be automatically rigged when all planes have departed and receiving incoming planes will use such uplift on the deck, on returning. This is needed and will be available in the future. The max uplift on the deck helps stop aircraft in like a 30% greater efficiency
I am surprised if the cable isn’t X-ray for broken Strandz or over stretched lines. I remember when navy came to Disney to check out rockin roller coaster for magnetic propolusion instead of cables
"...off the coast of Norfolk, VA..." The only waters touching the city of Norfolk are waters of the Chesapeake Bay. Do not think they would be performing operations in the Bay, more likely off the coast of Virginia Beach, VA. Other than that, great video.
Place a 💙 if you respect the bravery of these pilots, and share your thoughts on how the Navy can improve safety measures to prevent such incidents. Do you think advanced arresting gear technology will reduce risks or bring new challenges? 💙👇
Yes, pilots rock, but how many crew members risk their lives daily so a pilot can take off with a fully armed aircraft and land safety afterwards. You are all heroes! Thank you for your service!💙❤️💛💚🤍 (and any color I missed).
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It will definitely serve both of those aspects.
💙💙💙💙
Yes we are brave😂😊😊
There is a reason working the flight deck is one of the most dangerous jobs in the Navy. Breaking cables are always a danger. Much respect for those who serve!
Dad was a Naval Aviator( still flies) from 1957-78/79. Flew with VA-113 , VA-86 and a couple years at PAX river. Going through his old cruise books I was amazed at the peace time loss rates, highlighting just how dangerous it was. Amazing men all.
From 20 years in the US Navy, I can tell you the only way to ensure proper maintenance is training. The Navy does two things more often than anything else and they are training and cleaning. The goal is to always run a taught ship.
Blue Jackets Manual
Agree, I arrived at Lackland AFB then on to Chanute for tech school, although our bloated government is chock full of hacks, I'm still amazed at the thoroughness and effectiveness of military training. 50 years later, I still fold my clothes the 35-10 standards...hard habit to break.
Thanks for your service Shipmate. 21 years of Naval service here
Now there's a man who likes to spout the bloody obvious.
Pure nonsense, none of that has been shown correct in the real world. In actuality, the way to ensure proper maintenance is to eliminate things requiring maintenance in the first place. Then you get the benefit of eliminating the foolish person that fails to do it, as in the case shown in the video. Involving people that have a high school level of education or less is the goal. The Navy hasn't figured that out yet, so stuff is always going wrong requiring new training and an unnecessary high number of crew. Modularity and self-maintenance is how you do it...period. In 20 years you never thought this through.
Lloyd's of London said the most dangerous workplace in the world is the flight deck of an aircraft carrier. Much respect to all who work on them.
I was on the Ike in the 80's when this happened to one of our F-14's. Both aircrew survived but had to be fished out of the icy Med. The plane was a goner and it basically exploded on impact with the Med.. One of the deck crew dove in and cut one of the aircrew out of his chute as the wake of the carrier caught the chute and it was dragging him under. It was an excellent recovery effort.
did the diver receive an award?
I thought the deck was too high from the water surface to do this?
Also, surely the diver received an award?
Great job!
Scary, though....
@@bwilson-r2c Yes. The Secretary of the Navy Flew over himself and gave the award
@@_pawter The "diver" was a Navy Seal. Those guys do these jumps all the time as part of high entry jumps. Basically a feet first entry with their ankles / legs crossed.
In the air force I was a member of Prime Beef. Rapid runway repair. We employed an arresting system that used a B-52 brake, and a cable across the runway. It was crude but effective. This was in support of naval aircraft in time of war. I also know that flight deck operations are one of the most dangerous jobs in the military. My hat goes off to them.
Beef eater?😂😂😂
Almost every Air Force runway has arresting cables at both ends of the runway. They are designed to stop tailhook equipped aircraft in case of brake failures. They are tested at least 1x/year. Usually a brand new nugget (Second Lieutenant) told to taxi to the end of the runway at high speed and drop his tailhook. They are not there to train Navy pilots.
Kadena AFB?
supply requisition for 100’ of flight line and quarter of pneumatic fluid…
@@davidgiesfeldt6650 Korat Thailand, Clark AFB Philippines, Tinker AFB Oklahoma. Camp Red Cloud Korea with an army detachment. Spent most of my career in the pacific with mobility outfits.
During dad’s Navy career (43-68) he was on 2 carries. He didn’t talk about it too much. He did say one of his friends was killed when the cable snapped. Also a jet went off deck into the water during take off. The pilot was lost. It happened on a carrier without the side deck.
THAT is exactly why you land at full throttle. Miss a cable or it breaks you still have takeoff speed.
Most informative; citizens should be grateful for the skill and dedication of the crew who operate these complex machines, so necessary for international security.
Fascinating. Where did the plane that flew away instead of crashing in the ocean eventually land?
When I was on the Lincoln in the early 1990's, a jet didn't have sufficient catapult force to take off and it crashed in the water. Scuttlebutt was that the proper plane weight wasn't dialed in. The Navy does have strict PM maintenance procedures, but things can and do break, such as arresting cables. I avoided the flight deck as much as possible, and thankfully, my job as an engineering ICman kept me away from there-John in Texas
12 years, 4 carriers, flight deck work 12 on 12 off. These are mostly kids doing this ballet. They can NOT do it correctly without the motivation factor. IT IS PARAMOUNT !! Write them, call them and pray for them !!!
12 hour work day?!?
How did you get away with only working a half-day?
(there is 24 hours in a day, only a few will understand this joke)
Great post... 👍
The Navy should double hazardous duty pay..
That Hawkeye save by the pilot was extraordinary... probably skimmed the water almost... some big balls to not pull the ejection. That is not a cheap plane that's for sure.
I was on USS Bennington CVS-20 V2 Division (arresting gear and catapults) during 60,61, and 62. Cable maintenance was hazardous because large amounts of trichlorethylene were routinely used to degrease cables and sockets. Many old sailors my age (85) are afflicted with parkinson's disease as a result.
When that was found in the wells in Manchester NJ it was assumed to have come from Lakehurst where the cables are made but it turned out to be from a concrete company using it to wash out their trucks and let it go into the ground 😢
Situational awareness and eyes in the back of your head. It’s one of the most dangerous places to work. And all of that was on a calm sunny day. Flight ops during storms are the worst.
Flight Ops on carriers are so dangerous that one can be written up on report for just being there for no reason! Being part of engineering, I avoided the flight deck at all times-John in Texas
I'm a Navy vet. There is no easy answer to insuring adequate training, readiness, and safety in air ops. Stuff happens. Everyone has to be at the top of his/her game. The problem is addressed by instituting Continuous Improvement Programs and using them to maximum effectiveness. All the while being ready for the unexpected.
Yours is a perfect answer. The only thing I might add to it is that the technological advancement, whatever it is, should be helpful in adding to safety, as well as performance. But, to your point, other complications could arise, that are unforeseen and training and diligence is the only thing that will make a difference there.
The problem is the system is being abuse by NON STEM Degree people who are using it as second pay check or diverting the money to other areas. As I see, some common sense solution were discounted or discourage through the NAVY's LIP Service to Navy Veterans who actual spent the time to get a real STEM Degree. Plenty of solution that could increase catching line one and providing optional safety and maintenance...Then again the elephant in the Room, how did CHINA get this technology...Non STEM senior old farts...
Some decades back our wise government hired a university team of experts in organizational management to visit one of the Navy's Aircraft Carriers, observe operations, and report with recommendations for improvement. They were astounded at seeing the Deck Walk that included senior officers alongside the youngest ratings, peering intently at the flight deck to spot any debris that could possibly be sucked into the jet intakes, or bounce and strike a spinning prop, or otherwise do the least damage to aircraft. They were likewise amazed at how kids still in their teens were trusted to operate within a few feet of spinning props or powerful jet engines, and lots of other massive equipment that could shred them in an unguarded moment. They found it hard to grasp that the Division Chiefs ("Petty Officers") were training the teenagers to do these dangerous jobs. But the understanding of the organization, and how all the various TASKS are supposed to MESH, has been passed along this way for Generations.
It seems the academic efficiency experts didn't have major changes to recommend. Anyhow, that's how I heard the story.
If it ain't Broke...
Reportedly, “the Berkeley Group” came ashore amazed at the safety and reliability they observed. The visit was a major influence for the book. “Managing the Unexpected” by Weick and Sutcliffe.
Attention to detail and training are bulwarks of Navy tradition, but no matter how hard you try, things get overlooked out of boredom, this usually resulting from constant repetition. Happened to me working in a cardboard tube factory. Do the same damn thing over and over 50 times an hour, 10 hours a day for two weeks and see how your attention span does! lol God bless every one of those men and women who serve, they're the best we got!!!
Outstanding documentary about our naval carriers. Being a navy reservist, I spent my time in Danang Vietnam. Seeing what our sailors do on a carrier is awe inspiring.
The yellow shirt jumping up and down is exactly how we were taught to react. Even if you didn't have sight of the cable, jump as high as you can as fast as you can. Never had a cable break on my crews but saw a few that did.
I questioned the narration that said the crew hit the deck. Sure looks like getting airborne is the way to go.
In ABF A school we were shown a flight deck video of an arresting cable that broke and it showed two blue shirts that literally got cut in half by the cable. Not a pretty sight, but it did show us what CAN happen on the flight deck.
As a 21 year Navy Sailor, training, adhering to technical manuals, and use of proper equipment/tools makes for a safer environment.
We often refer to flight deck activities as highly controlled chaos.
Here is the shirt color description
Yellow: senior aircraft handler (guides planes around the deck)
Blue: Jr aircraft handler usually does tie downs and towing
Purple: fuels
Green: maintenance on aircraft and shipboard equipment
Red: ordinance
Brown: plane captains (they prep the plane for the crew)
White: QA and safety.
Personally, I volunteered subs to stay away from surface ships, in general. They are scarily dangerous, imo.
All jokes aside, any ship or boat requires a team effort where everyone needs to understand and fulfil their responsibilities. It is the job of their seniors to guide and direct them. And to correct any discrepancies.
As a lead PO in my division, I was responsible for Maintenance and Training among several other things. It took me a long time to be conversant with all the aspects of the equipment we were in charge of and methods of testing and repair. This was not only on-hands training and reading and knowing the contents of ALL of the tech manuals cover to cover, but also involved supplemental maintenance schools. Passing on that knowledge as well as overseeing the entire Division's equipment was a large task.
But it is so easy for one of the junior members to skip that one check, forget to tighten that one bolt or leaving the switch in the standby position. Which is what boot camp was supposed to teach all recruits about if nothing else: Attention to detail.
Most failures are caused by that one simple fault: a sailor not paying their entire attention to every last detail of what they are doing. It's what gets people hurt or killed.
I was in only for 6 years but I left the NAVY with that philosophy of attention to detail branded into my psyche. So when I enjoy my lazy days gardening, I notice the new weeds starting to sprout, the cracks in the dried soil telling me I need to add some mulch, and that small hole in that leaf over there.
In short, my time in the service not only enriched me in teaching me how to be a member of a team but also taught me to observe my surroundings. Forty years after leaving, I see more of the world around me than most young people do today.
TY all who have served.
I worked on the flight deck as a 19 year old loading bombs, rockets, 20mm ammunition on our planes in 1964-65. The roof as they call it is definitely a high risk environment. I’m proud to have done my job up there.
Former Navy, myself, here. USS Saratoga CVA-60. In basic at Great Mistakes we were told simply to expect any of our four A.G. cables to break AT ANY time during every aircraft recovery if we did not want to become a fatality!!!! It was a literal act of God than no fatalities occurred, here. Of course the plane suffered no ill incident; all pilots are trained to hit FULL THROTTLE at contact with the Flight Deck just for that purpose.
Why ruin a perfectly good comment with a stupid, meaningless religious cliche.
@@jeffbeck8993
God is life itself. Without God there is death of all things.
@@jeffbeck8993 beats the tar out of being a draft dodger, ya puke
@@jeffbeck8993 a mouth like you would end up being a fatality anyways
You knuckleheads need to get a grip and grow up.
I'm a Navy Veteran, ABE2, Cats and Gear, served aboard the USS Kitty Hawk CV63 76-80, 100% on the flight deck, no cables breaking, but one Cold Cat Shot resulting with a KA-6 Intruder in the water, both personal Pershing, I made two WesPac cruises aboard her, most dangerous job in the world, working on the flight deck,
There should be depressions on the flight deck near the arresting cables like "foxholes" to give the deck crew cover when aircraft is just about to land.
Blue is not for plane captains...They are deck crews who chock and chain the planes to the deck and drive the tow tractors during re-spotting the planes. Plane captains wear brown 😮
There's no atheists in the foxholes or the carrier flight decks.😮
@@elizabethchase6528 A plane captain is assigned to a certain aircraft in the squadron and assist the aircrew in getting settled in the cockpit and then helping them out when they land. They also get their name painted on the nose landing gear door. Fly Navy
@@elizabethchase6528 They work their way up the ladder to finally get to that position. They are a member of what is called the Line Division. The captain must also know all the hand signals needed to communicate with aircrew.
@@elizabethchase6528 Not always but experience is key and learning all hands signals is a Must.
@@elizabethchase6528 Your welcome...👍
US Navy is the finest..Thank you Swabbies
I was on board an aircraft carrier and on deck when one of those events happened. It was one of my squadron's aircraft that broke the cable and I was one of the green shirt deck apes waiting for that plane to land so we could unload the film captured from a combat mission over N. Vietnam. Our plane was an RA5C twin engine jet which was reported to be the heaviest aircraft in the ships complement at the time. It also was the most powerful and made it back into the sky. The deck was cleared and the aircraft was recovered with no more injury or loss of life. The scuttle butt was that a turn buckle on the arresting cable failed but I never knew whether that was true or not. Some other deck apes were seriously injured but I managed to avoid injury and continue my job. Bottom line was that the flight deck of an aircraft carrier is the most dangerous place to work on the planet. Everything up there is looking for an opportunity to kill or maime you all the time so you live by keeping your head on a swivel all the time. I survived that for three years and deployed on three different carriers before deciding that I had served my country long enough. Unfortunately at my age and the length of time since the event, I no longer recall which ship that was on.
Served 1982-1992 as a Navy Gunner,training,schooling & constent awareness are all part of day to day operations,the biggest factor is repetition,doing the same thing without incident or accident,sadly you must remind yourself,not if but when something will happen & not fall into the routine of day in & day out operations 🇺🇸
God bless those who head into danger to keep our country safe.
Thank you for your services for one who has been dealing with technology every day a struggle
Thank G that no souls were lost, love to the USA form NZ.
💙 I did a tour on the USS Nimitz, on catapult #3. I appreciated every safe arrested aircraft returning. As the accident onboard of May 26, 1981 was not failure of an arresting cable, but other reasons. Firefighting on the flight deck that night was something I'll never forget. Loosing half of the hose team to injuries, within arms reach.
💚 BTW, green shirts "ROCK" the gear on the flight deck. Be safe out there & thank you for your service.
Sorry to be a bit pedantic, but I wonder why so many Americans use "loose" or "loosing" instead of "lose" or "losing"... Just one letter, but the wrong words...
Stay safe, keep well!
BTW, design simplicity leads to fewer maintenance problems.
("Fewer", not "less")
As an electrician ( assigned to the V-2 division) responsible for catapults and arresting gears on CVN 68 and CVN 65 these sailors are and were exceptional .
What were the other reasons alluded to, is this footage not accurate
@@cindycreateforlife this footage is accurate.
This video is about the sailors who are in harm’s way every second while at sea performing our respective jobs. We are also human and mistakes happen, investigations find the areas of failure and address theses issues therefore reducing the probability of another accident.
Carrier operations is one of the most complex systems humans have designed, and the choreography of it all is a thing of beauty. Frankly, I'm astonished there isn't a serious failure MUCH more often, particularly in light of the fact that many of the personnel are rotated every tour.
I was on the IKE when a Cable Snapped and a F-14 ended up in the DRINK!! Both Pilot & NFO were Fine. JJ VF 142 75 -79.
I worked as a mechanical reliability engineer for 36 years and was in the Navy for 7 years as an electronics technician prior to that. Working for the DuPont Co., I saw reams of data and statistics on equipment failures. The data showed that 93% of all major failures are directly related to human performance, yet training and refresher training are the first things to get cut in lean economic times.
I served onboard the USS Ranger CV-61 (1981-85). My berthing compartment was near the waist catapults. It so happened that the number three arresting cable passed through our berthing compartment. So my bunk, literally sat just above one of many shiv pulleys. For the number three arresting cable.
Number three arresting cable is the cable all of our pilots wanted to catch. Our people were well trained. That cable was caught often. Especially when I was trying to sleep! Lol!
So, I knew a lot of green and red shirts on my ship. One day, I got the personal deluxe tour of the arrested landing gear below the flight deck.
It was explained to me, that the arresting team has to know the exact weight of the approaching aircraft. So the gear can be set just right.
If the weight settings are off, the cable will break. A man lost his leg one day. When the number two cable broke. It was easy to get things wrong. But for hundreds of landings in almost any weather our crew nearly always got it right. I heard that the pilot reported the wrong weight for his aircraft. So the weight settings were too high.
Fair winds and following seas!
Why / what are the sailors doing that are pushing the arresting cable, with a pole, after the aircraft stops and is released from the cable? Looked like they were assisting in the retrieval of the slack cable, but why?
@@septembersurprise5178 Should be self explanatory, but I will try. Everything about an arresting cable is dangerous. Especially the pieces of a ruined cable. Have you ever worked with metal? Most people today are so safe, they don't get exposed to metal fragments, burrs, slivers, and shards. Some of which, are sharper than any razor. Moreover conditions at sea, are always dangerous. Many of the chemicals used on, around, and inside aircraft, are extremely dangerous as well. Sea water on a ship at sea, has a way, of getting into everything! Seawater, is very corrosive, and causes short circuits in electrical equipment. Many of the lubricants and other chemicals used are intended to deal with this problem. The cable, and even the tiniest pieces of it, must be removed as quickly as possible. So the remaining aircraft in the air, can be recovered using the remaining three cables. Then the damaged cable will be carefully analyzed millimeter by millimeter. All as a part of the investigation.
More over in a combat situation? The emphasis will always be on combat readiness. Meaning that the cable must also be replaced, and the arresting machinery repaired ASAP! Which makes the following investigation all the more important. As that one aircraft that isn't in the air? Can result in numerous people losing their lives. Like an incoming bomber, missile or drone NOT; destroyed by the aircraft that didn't fly.
Was there a flaw in the cable? What was the weight of the aircraft? What were the settings of the arresting machinery? EVERYTHING is carefully analyzed to determine the exact cause, of the failure.
An aircraft carrier at sea, is not ever a safe workplace. Warships are not designed to be safe. Warships are designed to kill people, and break things. Cruise ships are somewhat safer. They certainly cultivate a much safer REPUTATION! But the deep sea is never very safe. ANY ship csn sink!
Actual safety is found in training, maintenance, planning and careful management of every aspect of the ship underway.
On the French carrier if their E-3 caught the 3rd wire the flight crew couldn't see the deck anymore from their seat..
We, Lakehurst had to design a new cam for the arresting engine to bring them to a stop sooner.
Harder on the equipment but it made their crews 😊
@@raymondclark1785 very interesting! Thank you!
💙 I’m ex-British Army infantry. Have seen active service. I quickly learned that I had one of the safest jobs in the combat arms of our military. 💙
BTW,, you said Blue Shirt was for "Plane Capt" NOT CORRECT. Brown Shirt is "Plane Capt", Blue Shirt are either Tracktor Driver and/or Chalk & chainer's.
I've been out for almost 2 decades, and the reasons that were given for the cable breaking like that are unexpectable, I've seen and used training aids form video's like this to prevent these mishaps .. Prayers to the sailors and speedy recovery. Also glad to see what the Ford class has for arresting gear .
Friend of mine was a photographer's mate on a carrier and was filming landings when a cable snapped and beheaded a guy. He was instructed to keep filming. This was 40 years ago.
Thanks. I was able to tour the Carl Vinson aircraft carrier in Long Beach, CA this spring 2024. I wish I had seen this before the tour.
There's nothing "routine" about carrier flight ops. First, your "airfield" is constantly moving. Naval aviators have described viewing the flight deck on approach "the size of a postage stamp." The Navy does work very hard to mitigate risks through training and maintenance of all the systems involved in bringing aircraft to a halt. I'm not a pilot but the pilots and crews of naval aviation are truly remarkable men and women, and my thoughts and prayers are always with them.
The cable breaking is one of the most dangerous things on an aircraft carrier. It can kill several men.
I was a US Marine 7011 supporting Expeditionary Airfields: airfield lighting (fresnel lens) and aircraft launch (catapult) and recovery (arresting gear) . Our gear used the same “tapes” and cables but our arrestors were a pair of huge fluid filled tubs similar to the torque converter in a automatic transmission to slow the aircraft and then using the same brake discs from a B52 for the final stopping power. Cables and tapes are wear parts and require inspection after each use but quick turn around sand mix air traffic can lead to missed and potentially failure. The AAG is just a modern variation on the USMC portable arresting gear
the electric"rail gun" launch, rather than steam, used on the latest carriers is a perfect example of high tech that doesn't deliver, its failure rate is much higher than good old fashion steam.
Yes the only way to maintain operations in the Navy is constant training and constant maintenance! With the harsh conditions of the Ocean!
Training, training, training,supervision, supervision, inspections, inspections, inspections. Repeat.
I think they need more hand signals. In today's modern world of computers and radio communication, Americans need more hand signals.
Glad the flight crew survived and prayers for the sailors who were injured on the flight deck !
Our military are the best in the world!
This is what happens when you make stuff cheaper!!
It would definitely help to have a much better catapult system in place before ships are ready for the fleet. In the case of the USS Gerald R Ford, the catapult systems don't have enough power to launch aircraft. A viable catapult system is necessary.
Duh...the carrier is deployed now ..how that's possible ?
This happened during a training mission. Imagine the pressure on the crew during wartime. The simpler the better for all aspects of operation.
I worked arresting gear on the Midway and Constellation at the end of Vietnam . Never had a cable break but did have a “ to block “once when the operator had the wrong weight setting , that came close to breaking the cross deck pendant .
ABE - 2 Wes Bittick .
Doesn't this video show that each one of us on duty has a responsibility to ourselves & others to keep our eyes on this damn cable no matter where you are working when aircraft are landing good luck fellows thank all of you from past and present for looking after your Country Bob Lowe uk
Actually that was very lucky disaster because they were close to base and the injured could easily be flown out and ship return to port for repairs. Had it been somewhere engaged in ME or SEA in active duty, it would have been far worse situation. Arresting cable breaking has to be more dangerous than anchor running loose. At least the anchor lands in ocean, albeit it could conceivably ensnare and kill a sailor, but arresting cable snapping is has to be worst nightmare next to fire on deck. The pilot should be recognized for quick response and nerve.
Yep it is a bad design all right. They need to fix it.
When Northrop's YF-17 was adapted to carrier service (F/A-18) 1200 pounds were added to the keel alone to take arresting hook stresses.
After 73 years, I have learned "simple is best". The least complicated system should offer the simplest repair procedure while 'not' compromising safety (Number 1!), thus reducing overall down time. In this scenario, time is not money but "lives saved". My mechanical engineer son has proven this time and again when he "simplifies" other engineer's extremely complex designs into more functional practicalities. Problems with every new design will only present themselves with time. Keeping this in mind, then new "advanced" arresting gear system should, by design, reduce risks. New challenges don't necessarily have to interpret into higher risks.
The accident involving the Hawkeye would have could of ended much worse. Personally, I had many years in engineering,maintenance & preventive maintenance. Simplifying procedures is definitely the way forward, whilst P.M. is boring to some mechanical technicians it is vital & a important tasks that must be carried in meticulous fashion, not a rushed tick & flick. The planned upgrades will definitely make carrier operations safer & help to minimise risks.Keep safe.
I did two 9 month cruises one on the Ranger in 80 and another on the Enterprise in 82 worked on the flight deck as a final checker/ trouble shooter and never saw a cable snap. worse thing I saw was an Hawkeye land too far to the right and its wing hit the nose of the two EA6B`s planes I was standing between on the foul line that had just landed destroyed the nose on first one and the other was fixable. the E-2 missed the wire sheard about 5 foot of its wing off and went off the end of the deck did a very sharp turn about 5 feet off the water right in front of the ship. all of us on deck had our eyes on it as it almost hit the water going down the starbord side but managed to save it go around and make a landing. it was pretty crazy.
Excellent video on the complexities of arresting gear servicing and maintenance. As the technologies improve personnel must be trained to maintain a safety record in a dangerous environment.
I used to work for a company that we actually but the fittings on the cables that came from Bethlehem, steel for aircraft carrier landings back in the day and a small town in New Hampshire we took the job with pride
thanks for the great info/ video alot has changed since i was in the Navy(1962-66 ) deployed on the Uss Bennington (CVS 20)
I served on board the USS Enterprise CVN 65 from March 1975 to November 1978
Amazingly brave individuals we have protecting our beautiful country! Thank you each and everyone of you! I say bring in the new technology especially if it reduces high risk danger as shown. Then deal with the new challenges in a controlled and orderly manner until the next inevitable challenge arrives.
Frankly, in respect to the complexity of Naval Carrier operations, it is a tribute to those who serve that injuries and fatalities in operations are low. Carrier operations must be one of the most potentially hazardous areas of the military and the professionalism of those involved at all levels is reflected in the exacting performance that mitigates accidents.
The commentator is not a Navy/carrier vet! Carrier Battle Groups aren’t out there sailing together just in case someone’s aircraft needs to be saved 2:52. Rarely do CVWs sail together, I was on three carriers, Stennis, Ike, and JFK (notice we go from good to decent to shitty?!, perhaps a metaphor for my Navy career 😂 ), I digress. We did pass our replacements in the Gulf though, got a good opportunity to wave the one finger salute and wish them a long lovely cruise in the gulf.
Just so you know, those arresting cables are made at Lakehurst New Jersey and they are monitored at Lakehurst and Lakehurst is where the Hindenburg blew up just so you know and they still monitor the cables to this day. Used to work there doing environmental stuff like asbestos lead mold, hazardous materials, and stuff like that, it’s a very old base, as you can imagine, but that’s where the cables are monitored. They know how long they will last and when they need replacing operation, I guess it’s a joint Air Force Base with two other bases basically Maguire and another one I forgot off the top of my head, but I walk the ground where the Hindenburg fell, the ground is still charred there very interesting and they have a little plaque as well. I was also on the USS John F. Kennedy aircraft carrier and worked in b division where they supply the steam for the ship and the catapult. I also worked up in the catapult area for a short time, interesting stuff after I got out of Navy is when I went and started working at Fort Monmouth Army base and then we would go down to Lakehurst to work as well
Ft Dix is the other one.
This is why the Royal Navy uses the shipborne rolling vertical landing technique because there's no need for arrestor cables or tailhooks. They also use the ramp assisted short take off technique because ramps don't break down.
Ramps are not flexible in terms of aircraft weight or loading. They’re not used anymore, except by very obsolete navies, like Russia or China. No arrestor hooks or cables? Maybe for the Harriers or the F35B. The Harriers are being phased out. That landing technique can be used only for VSTOL planes, everything else with wings needs cables.
@@Fred70115 Have you never seen the Royal Navy carriers then? And don't say the Royal Navy is obsolete just because the US Navy has more carriers! We may be small but we punch far above our weight and the only reason why we still don't have two fully equipped carriers is America's fault not ours!
@@B-A-L I had to do more research and I stand corrected.
We don't wear helmets on board the carrier. We wear what is called a CRANIAL. A cranial is comprised of a canvas like material with two hard plastic sections one on the front one on the back and a padded band in between which has the ear muffs band going across the top of the head.
Ok… so a Helmet! Thanks.
They tell this story like it was the first time it ever happened, but sadly, it wasn't. I personally witnessed a cable snap on the U.S.S. JOHN F. KENNEDY, CV-67, in the summer of 1981, having just left Portsmouth Naval Shipyard, after a nine month overhaul. On our very first day back at sea, the very first plane ( an F14 Tomcat), to land that fateful day, grabbed the arresting gear and snapped it. When it did, a ship's photographer, who just seconds earlier, had entered the flight deck from the island, or superstructure to record our return to "Work-Ups", suffered a catastrophic injury. When the cable snaps it is nicknamed, " The crack of the whip," because the cable reacts like a bull whip. It did just that and in the blink of the eye it amputated that poor photographer's leg at the ankle.
I know not how many times this has ever happened in the history of Naval aviation, but I do know that this incident onboard the Eisenhower was NOT the first time. Working on the deck of an aircraft carrier is considered to be one of the most dangerous jobs in the world, and incidences like this are a prime example. From a former ABF, and later, a TD2, I salute all sailors, marines, soldiers and airmen and thank them for their efforts and courage, as they continue to protect the U.S.A,. the greatest nation this world has ever known.
Having completed two westpac cruises on the Big E, in the 80’s, we lost most sailors topside from jet engine suction. Nasty business. I was relatively safe in the #3 engine room/Reactor Auxileries.
I was on the USS Ticonderoga CVA-14, 61-64 two WESTPACS. Arresting cable broke and an airman on deck was cut in half who died.
No wonder not many countries have carriers. All the training needed besides the plane seems daunting.
Place protective walls on the edge of the deck for the crew members so that such accidents do not happen in the future.
F14 Troubleshooter.... man for some strange reason, I miss Flight Ops on a carrier deck, pitch black dark. Loved the Controlled Chaos at night! 😊😅😂
I was in VF-32 twice, on the Indy and JFK. I was scared when on the FD. I didn't find out until years later why I was scared.
Still amazes me that they can stop those aircraft like they do. Definitely controlled chaos.
The greatest risk to the introduction of more advanced technology is for training to be up to the job and ahead of the need.
I’m glad we’re making jets today. That will just takeoff from the platform of the carrier and then cables will be a thing of the past.
Awesome video !😊😊
Check out what can happen when any line, steel or polymer, parts under tension. Part removal or bisection are always on the list.
Depending on your location on the deck you'd best be prepared to jump as high as you can if you value your legs. Wouldn't recommend lying down. Watch the cable & hope you're quick enough & lucky enough.
I'll bet the enlisted told their seniors over and over again about the problems with complicated and confusing maintenance procedures and the higher ups did nothing.
Navy watchword - “Every close call is a warning.”
Yikes! That’s scary!
They let you show injured military personnel and police. But not violent criminals.
Pencil whipping maintenance records has killed many. Sometimes the cables didn't last as long as advertised. Been there.
How do you get a plane out of the arresting net when it looks so tangled around the plane ???
Flying an aircraft built by the lowest bidder and landing it on a vessel built by the lowest bidder is high risk at the very least.
With the arresting gear broken how does the aircraft land? Is there a back up cable? Seems like an interesting talking point.
They call it the barricade, a net with wide straps that the plane flies into. Works well.
This is why carrier landings are made at full power. If the plane misses the arresting cable or the arresting gear fails the plane has a chance to continue flying away.
one item that will and is helping to control energy from aircraft landing on a ship deck is a uplifted deck, and in the future a swing uplift deck taht will be automatically rigged when all planes have departed and receiving incoming planes will use such uplift on the deck, on returning. This is needed and will be available in the future. The max uplift on the deck helps stop aircraft in like a 30% greater efficiency
I am surprised if the cable isn’t X-ray for broken Strandz or over stretched lines.
I remember when navy came to Disney to check out rockin roller coaster for magnetic propolusion instead of cables
"...off the coast of Norfolk, VA..." The only waters touching the city of Norfolk are waters of the Chesapeake Bay. Do not think they would be performing operations in the Bay, more likely off the coast of Virginia Beach, VA. Other than that, great video.