Carriers

On Aug. 8, 2021, USS Gerald R. Ford (CVN 78) carrier successfully conducted a third explosive event off the coast of Jacksonville, FL, marking the completion of the ship’s Full Ship Shock Trials.

On Aug. 8, 2021, USS Gerald R. Ford (CVN 78) successfully conducted a third explosive event off the coast of Jacksonville, FL, marking the completion of the ship’s Full Ship Shock Trials (FSST).

According to a news release by Program Executive Office Aircraft Carriers Public Affairs Shock Trials validate a ship’s shock hardness and ability to sustain operations in a simulated combat environment using live ordnance. During the four-month testing evolution, the first-in-class aircraft carrier withstood the impact of three 40,000-pound underwater blasts, released at distances progressively closer to the ship.

“The Navy designed the Ford-class carrier using advanced computer modeling methods, testing, and analysis to ensure the ships are hardened to withstand harsh battle conditions,” said Capt. Brian Metcalf, manager for the Navy’s future aircraft carrier program office, PMS 378.

“These shock trials have tested the resiliency of Ford and her crew and provided extensive data used in the process of validating the shock hardness of the ship.”

Metcalf said that the goal of the tests is to ensure that Ford’s integrated combat systems perform as designed and added “The tests demonstrated—and proved to the crew, fairly dramatically—that the ship will be able to withstand formidable shocks and continue to operate under extreme conditions.”

CVN 78 is returning to the Tidewater area for a six-month Planned Incremental Availability (PIA). As the PIA begins, teams will conduct additional detailed inspections, assess any damage sustained during the shots, and continue modernization and maintenance work in advance of workups for the ship’s deployment in 2022.

Rear Adm. James P. Downey, program executive officer for aircraft carriers, who rode the ship during the first and third shock evolutions, says:

“We’re designing and building these aircraft carriers to sail in some of the world’s most contested security environments. So when you think about the threats to warships posed by non-contact blasts and the number of sea mines in the inventories of navies around the world, the gravity and consequence of these shock trials really come into focus. The Navy’s ongoing investment in the design, including this modeling, will help ensure the resiliency of Ford’s integrated, mission-critical systems in underway threat environments.”

The U.S. Navy has conducted FSSTs over several decades, most recently for the Littoral Combat Ships USS Jackson (LCS 6) and USS Milwaukee (LCS 5) in 2016; as well as on the San Antonio-class amphibious transport dock USS Mesa Verde (LPD 19) in 2008, the amphibious assault ship USS Wasp (LHD 1) in 1990, and the guided missile cruiser USS Mobile Bay (CG 53) in 1987. The last aircraft carrier to execute FSST was USS Theodore Roosevelt (CVN 71) in 1987.

The next generation of aircraft carriers, the Gerald R. Ford-class (CVN 78) was ordered in September 2008 as the force structure replacement for USS Enterprise (CVN 65), which was inactivated in 2012.

The Gerald R. Ford class is the future aircraft carrier replacement class for Enterprise and Nimitz-class aircraft carriers. The lead ship, Gerald R. Ford (CVN 78), was commissioned in 2017. The class brings improved warfighting capability, quality of life improvements for our Sailors, and reduced total ownership costs.

The CVN 78 is designed to operate effectively with almost 700 fewer crew members than a CVN 68-class ship (which features 5,000 crew members). Improvements in the ship design will also allow the embarked air wing to operate with fewer personnel. New technologies and ship design features are expected to reduce the watch standing and maintenance workload for the crew. Gerald R. Ford is the first aircraft carrier designed with all electric utilities, eliminating steam service lines from the ship, reducing maintenance requirements, and improving corrosion control. The new A1B reactor, Electromagnetic Aircraft Launch System (EMALS), Advanced Arresting Gear (AAG), and Dual Band Radar (DBR) all offer enhanced capability with reduced manning. The Gerald R. Ford class is designed to maximize the striking power of the embarked carrier air wing. The ship’s systems and configuration are optimized to maximize the sortie generation rate (SGR) of attached strike aircraft, resulting in a 33 percent increase in SGR over the Nimitz- class. The ship’s configuration and electrical generating plant are designed to accommodate new systems, including direct energy weapons, during its 50-year service life.

Photo: The aircraft carrier USS Gerald R. Ford (CVN 78) successfully completes the third and final scheduled explosive event of Full Ship Shock Trials while underway in the Atlantic Ocean, Aug. 8, 2021. (U.S. Navy photo by Mass Communication Specialist 3rd Class Novalee Manzella)

We spoke with CAPT Bill “Striker” Switzer, a former Navy fighter pilot who has carrier landings in three legendary fighters – F-8, F-4, and F-14 – for his candid and sometimes surprising comments.

Interview with CAPT Bill Switzer, USN (Ret.) by Dave Baranek

Before fly-by-wire and digital flight controls came along, US Navy fighter pilots wrestled with heavy controls in turbulent air to bring themselves and their war machines home. We spoke with CAPT Bill “Striker” Switzer, a former Navy fighter pilot who has carrier landings in three legendary fighters – F-8, F-4, and F-14 – for his candid and sometimes surprising comments.

CAPT Switzer’s experience includes more than 150 Vietnam combat missions in the F-8, two years flying the F-4 with the Blue Angels, and command of an F-14 squadron. He also served as an air wing commander (CAG) and later as one of the first “Super CAGs.” He has more than 6,000 flight hours and more than 1,150 arrested landings. Let’s see what he has to say…

• F-8 Crusader

When Switzer was finishing training as a Navy pilot in March 1967, the popular jets were the A-6, F-4, and F-8, and he said it was “a matter of pride” to select F-8s. He finished near the top of his class, requested Vought’s single-seat fighter, and was ordered to the F-8 RAG at NAS Miramar. (note 1) There he was designated “must pump” and received accelerated training. Two weeks after finishing the RAG he was flying Vietnam combat missions in F-8Es, assigned to VF-191 “Satan’s Kittens,” flying from the USS Ticonderoga (CVA-14). (note 2)

After operating over hostile territory Navy pilots faced the challenge of a carrier landing. A well-known recruiting film from the 1970s said that a pilot’s fastest heartbeats on a combat flight were during the night carrier landing at the end. Switzer dealt with the F-8’s landing speed, which was higher than other aircraft, and the Ticonderoga’s flight deck, which was much smaller than what he had qualified on in the RAG. Switzer said, “You don’t think about that, you just fly the ball. We had antiquated instruments compared to today’s aircraft and no head-up display. You just scan, scan, scan.” He was of course referring to the Navy pilot’s visual scan when landing: meatball, line-up, angle of attack. (note 3)

“I had some problems early on from spotting the deck, looking at the flight deck instead of maintaining that scan. My CAG and LSO went over the basics with me and I ‘got it.’ After that I had some of the best landing grades in the air wing.” (note 4) Switzer was developing good habits and skills that would serve him well the rest of his career.

“I can’t say enough about the scan. Because of approach speed and scan, you had to work your ass off. But I liked the F-8 because it was challenging and you felt really good when you had a good landing.” Attitudes like this helped develop the strong camaraderie of F-8 pilots and cemented their reputation for pride, confidence, and performance.

Switzer recalls that squadrons flew the hell out of their F-8s, which led to some failures. “We occasionally had to use the RAT (ram air turbine for auxiliary electrical power) and if it happened at night, it gave us only partial lighting, so that made things even more interesting.”

Finally, he points out that as a small carrier, the Ticonderoga moved around a lot more than the bigger carriers. “You’re concentrating on your scan, flying the ball, and then it disappears! The LSO would say, ‘Keep it coming.’ And you trusted them so much, you kept it coming.”

• F-4 Phantom II

Based on his flying skill and reputation, Switzer was selected for the Blue Angels. After a brief transition at the F-4 RAG he “spent two years flying tight formations with minute throttle and control changes.” He then went back through the RAG before joining the “Screaming Eagles” of VF-51 aboard the USS Coral Sea (CV-43) for a deployment that saw the end of the Vietnam War as well as the Mayaguez incident. (note 5)

He has the fewest comments about carrier landing in the F-4. It was bigger and heavier than the F-8 but was well-designed and the two J79 engines provided ample thrust at low altitudes for carrier landings. “The F-4 was the most honest of these three. It was responsive and reliable. I enjoyed it. It was the most predictable.” He said the approach speed of the F-4 was a little slower than the F-8, but that wasn’t significant – the F-4’s flying characteristics made the difference.

Adding to his comments about the F-4, Switzer said you could almost fly the ball by listening to the ECS (environmental control system). “It was loud and it had a distinctive sound at the right throttle setting.” On the other hand, he did not like the autothrottles (note 6): “The system wasn’t reliable. I tried it once and it really messed up my pass! Never used them again.”

• F-14 Tomcat

Switzer received transition training at the F-14 RAG before serving as an air wing operations officer. He was then selected for squadron command and reported to the “Fighting Renegades” of VF-24 as an executive officer before fleeting up to the commanding officer.

Large and sophisticated for a fighter, the F-14A had a notorious weakness, its TF30 engines, and pilots were warned early. During CQ in the RAG, “Instructors emphasized that the TF30 would take longer to spool up. You learned to deal with it. Plan ahead. But you’re on a bigger deck, with more hook-to-ramp, so that compensated some for the engines.”

A positive attribute of the F-14 was good visibility – a result of Grumman applying lessons from the air war in Vietnam. Switzer said the view looking forward was better than the other two fighters.

He also commented about the F-14’s flight controls. “If you put in almost any control input, you had to add power because, with the big wing and all the control surfaces, it would cause drag.” This was something Tomcat pilots got used to.

Switzer also said, “You could wipe out the cockpit, and not much happened.” (Wipe out the cockpit refers to moving the stick around.) But an F-14 pilot could use this to his advantage: “If you’re high on glideslope and you don’t want to change the throttles, just slap the stick around and you’ll come down.”

• Final thoughts

These fighters qualify as “legends,” and CAPT Switzer is one of relatively few who has traps in all three types. When I arranged this interview, I wasn’t sure what to expect, but I was surprised that the F-4 was his favorite, and he has several good reasons.

I enjoyed talking to CAPT Switzer for this article because it took me back to 1981-82 when we flew together in VF-24 and logged about 80 traps on the USS Constellation (CV-64). We also had a low-altitude ejection together – CAPT Switzer didn’t even get a parachute! – but that’s another story.

Thanks for taking the time to talk with us, Striker. Keep it coming.

• Notes:

The author would like to thank former squadronmates Rob “Preppy” Thompson and Paul “Nick” Nickell for assistance with research, and Jon “Hooter” Schreiber with editing.

• 1. RAG: Replacement Air Group, an old designation that had been officially changed in 1963. The new term was FRS for Fleet Readiness Squadron, but the RAG nickname stuck.
• 2. This article uses the ship designation that was in effect at the time being discussed, whether CVA or CV.
• 3. Meatball is the slang term for the Navy’s Optical Landing System, mounted to the left of the landing area on a carrier.
• 4. CAG was the informal term for the air wing commander, left over from when he was “commander, air group.” LSO refers to the Landing Signal Officers stationed next to the landing area who oversee all carrier landings.
• 5. The American-flagged merchant vessel SS Mayaguez was seized by Khmer Rouge soldiers near Kampuchea (Cambodia) in May 1975.
• 6. Auto throttles: A system that works in the landing mode to regulate engine thrust to maintain optimum AOA for landing.

Author Dave “Bio” Baranek was a RIO with 2,500 flight hours in the F-14 Tomcat. He was commanding officer of VF-211 from August 1997 to August 1998. His third book, Tomcat RIO, was published in 2020 and tells this story and many others from his career, along with dozens of his photos.

‘Upon contact with the flight deck, the throttle is advanced to full power. Prior to that, the pilot modulates throttle to maintain the proper rate of descent, but upon touchdown, they advance the throttle to full,’ David Tussey, Former US Navy A-7E Corsair II pilot.

Landing aircraft on a flight deck of an aircraft carrier is made possible through the use of arresting cables installed on the flight deck and a tailhook installed on the aircraft.

The pilot aims for the middle arresting wire, which is either the second or third depending on the configuration of the carrier. Upon touchdown, the throttles are advanced to military/full power for three seconds. This is done to keep the engines spooled and provide thrust in case a bolter (missing every wire, go-around) occurs or even in the unlikely event of a cable snapping. Afterward, the throttles are reduced to idle, and the hook is raised on the aircraft director’s signal.

‘Upon contact with the flight deck, the throttle is advanced to full power. Prior to that, the pilot modulates throttle to maintain the proper rate of descent, but upon touchdown, they advance the throttle to full,’ says David Tussey, former US Navy A-7E Corsair II pilot, on Quora. ‘Once the pilot is certain that the aircraft has fully trapped aboard, then the throttle is reduced to idle.’

‘This is done to allow the aircraft to immediate regain flying speed should an arrested landing is not achieved. The most common reason for this is when the pilot is too high on glide slope, and the touchdown point on the carrier deck is forward of the arresting cables, resulting in what is known as a “bolter”. In which case, the aircraft needs to get back up flying as soon as possible.

‘Of course, there are times when the pilot intends to just execute a touch-and-go on the carrier deck, usually for carrier qualifications, so full throttle on touchdown is necessary.’

Tussey continues;

‘Another scenario is when the pilot flies a proper landing, but the tailhook on the aircraft bounces in such a way as to skip over the arresting cables. The tailhook design is supposed to prevent this, but sometimes it doesn’t. This is known as a “hook skip”, and again results in the aircraft needing to become airborne as soon as possible.

‘A very unlikely scenario, is for the cable to break upon arrestment, again resulting in the need for the aircraft to regain flying speed as soon as possible. This situation is, as you might expect, extremely rare and very dangerous.

‘The need for pilots to execute an immediate takeoff under these circumstances is what let the USN have an angled deck for landing…so that the aircraft can takeoff again without encountering any other aircraft parked on deck. Older WWII aircraft carriers did not have this design, and so there are some horrific crash videos of those days.’

Tussey concludes;

‘Even on good days, it’s a controlled crash.’

U.S. Navy photo by Photographer’s Mate Airman Charlie Whetstine and David Tussey

No doubt this is the most unique place you’ve ever seen snow angels being made!

Taken on Jan. 7, 2017, at Norfolk, Va, the funny picture in this post shows sailors creating snow angels on the flight deck of the aircraft carrier USS Dwight D. Eisenhower (CVN 69) (Ike).

No doubt this is the most unique place you’ve ever seen snow angels being made!

Ike is currently pier side following a regularly scheduled deployment to the U.S. 5th and 6th Fleet areas of operation.

Photo by MC2 Ryan U. Kledzik / U.S. Navy

In the end, all 35 planes landed safely. When I talked to several pilots afterward, they reported that they never saw the ship once.

In 1972 I was on the USS Midway, CVA-41 (now a museum in San Diego).

On a cloudy afternoon, we launched 35 planes, a mixture of F-4s, A-6s, and A-7s, into North Vietnam. Once the launch was complete I went back to my job of repairing avionics equipment. I was working immediately below the angled flight deck.

After a few hours the Captain spoke over the 1MC, the intercom heard throughout the ship. “We will be leaving Yankee Station and exiting the Gulf of Tonkin. There is a typhoon (hurricane) making its way up the coast and threatening to box us in. Rough seas ahead and only recovery personnel (people who help the pilots land) are allowed on the flight deck.”

The bad weather moved quickly and the sun was setting when the worst part of the typhoon reached us. Meanwhile, the aircraft returning from their combat mission was running low on fuel and couldn’t make it to the nearest land base, Da Nang.

We were their only choice.

When the ship hit the next wave we were almost knocked off our feet. Watching through the ship-wide closed-circuit monitors we could see the ocean spray sweep over the top of the island through the fast-approaching darkness. Even though the Midway was the most stable carrier in the fleet at that time, we were being tossed by 60 ft waves and 100 miles per hour winds like a cork in a storm.

It was pitch black when the planes came within range.

The typhoon was still raging around us, eliminating any hope of visibility for the pilots and aircrews. The closed-circuit monitors were working fine showing the aft view but the screens showed only the darkness outside. Around the ship, personnel of all ranks was glued to the screens, waiting for our guys.

A flickering white dot became visible – the landing light of the first plane. If the captain was trying to keep the ship on straight and level, we couldn’t tell. We were being tossed mercilessly and we started praying.

The landing light became brighter as the plane got closer.

In the cockpit the pilot was fighting the unpredictable winds, staring at the red backlit instruments that told him where he was and where the ship was. He could not even see the familiar lighting of the ship’s landing area due to the storm. From experience he knew the ship was constantly pitching and rolling, and it took every bit of concentration to remain calm and focus on flying the fighter. In the rear cockpit, the Naval Flight Officer (NFO) used his radar and navigation instruments to help guide the pilot on the perilous descent.

On the flight deck, Landing Safety Officers (LSO) strained to evaluate the approach.

There wasn’t much anyone could do but hope that the aircraft arrived when the flight deck was relatively stable.

The plane hit the deck and caught a wire. The tailhook, firmly pressed against the steel by 3000 pounds of force, dragged the wire as it slowed to a stop. The din was incredible, as it happened just 5 feet above my head, and the force of the arrestment shook the whole ship. The noise and brute force were routine parts of a carrier landing, and on this night they were welcome announcements of the first safe recovery.

Guided by precision signals from the expert flight deck crew, the plane taxied to the bow. The landing area was quickly clear and made ready for the next aircraft, and we could already see its landing light piercing the stormy night sky.

Each plane repeated this deadly drama. A few missed the wire and had to go around for a second attempt. But in the end, all 35 planes landed safely. Our prayers were answered. When I talked to several pilots afterward, they reported that they never saw the ship once.

Photo by U.S. Navy

Each year during Christmas season a sailor dressed as Santa Claus is tasked to direct aircraft movement during flight operations aboard U.S. Navy flattops

Taken on Dec. 10, 2016, the pictures in this article show Santa Claus giving the signal to launch a T-45C Goshawk from Training Air Wing Two (TRAWING) 2 on the flight deck of the aircraft carrier USS George Washington (CVN 73).

George Washington, homeported in Norfolk, is underway conducting carrier qualifications in the Atlantic Ocean.

Actually, this is not the first time that a catapult officer dresses up as Santa Claus to assist flight operations on the flight deck of an aircraft carrier: in fact, each year during the Christmas season a sailor dressed as Santa Claus is tasked to direct aircraft movement during flight operations aboard U.S. Navy flattops.

Photo by Petty Officer 3rd Class Wyatt L. Anthony / U.S. Navy

Theodore Roosevelt is moored and homeported in San Diego undergoing a scheduled Planned Maintenance Availability.

Taken on Nov. 14, 2016, the breathtaking pictures in this article feature the brightest moon in almost 69 years as it sets behind the aircraft carrier USS Theodore Roosevelt (CVN 71).

Noteworthy Theodore Roosevelt, whose first deployment was a six-month patrol of the Mediterranean Sea which took place between Dec. 1988 and Jun. 1989, is moored and homeported in San Diego undergoing a scheduled Planned Maintenance Availability.

In 2015, the Big Stick (as the aircraft carrier is called by its crew members who acknowledge President Theodore Roosevelt’s quote–“Speak softly and carry a big stick”) was part of the unprecedented Three Carrier Hull Swap, shifting homeports from Norfolk, Virginia, to San Diego, California. The Three Carrier Hull Swap allowed USS Ronald Reagan to shift to Yokosuka, Japan, and USS George Washington to shift to Norfolk. The Three Carrier Hull Swap took place in preparation for USS George Washington’s refueling phase and prevented thousands of Sailors from having to relocate across the country or overseas.

Photo by Petty Officer 2nd Class Abe McNatt / U.S. Navy