Modern United States Navy carrier air operations

The flight operations are highly evolved, based on experiences dating back to 1922 with USS Langley.

On an aircraft carrier flight deck, specialized crews are employed for the different roles utilized in managing air operations.

[4] Rank is also denoted by the pattern of pants worn by flight deck crew: When a Distinguished Visitor (DV) arrives on the ship by air, a call to "Muster the Rainbow Sideboys" is made.

Typically two of each colored jersey stand opposite each other in front of the entrance to the ship to render honors to the DV.

The handler is charged with avoiding a "locked deck", where too many misplaced aircraft are around such that no more can land prior to a rearrangement.

About 45 minutes before launch time, flight crews conduct walk-arounds and man assigned aircraft.

Roughly 15 minutes prior to launch, ready aircraft are taxied from their parked positions and spotted on or immediately behind the catapults.

As an aircraft is taxied onto the catapult, the wings are spread and a large jet blast deflector panel rises out of the flight deck behind the engine exhaust.

An additional bar, the holdback, is connected from the rear of the nose landing gear to the carrier deck.

Typically wind (natural or ship motion generated) is blowing over the flight deck, giving the aircraft additional lift.

As with departures, the type of recovery is based on the meteorological conditions: If too many (more than six) aircraft are in the landing pattern when a flight arrives at the ship, the flight leader initiates a "spin", climbing up slightly and executing a tight 360° turn within 3 nautical miles (5.6 km; 3.5 mi) of the ship.

When abeam (directly aligned with) the landing area on downwind, the aircraft is 180° from the ship's course and about 1.1 nautical miles (2.0 km; 1.3 mi) to 1.3 nautical miles (2.4 km; 1.5 mi) from the ship, a position known as "the 180" (because of the angled flight deck, which is actually closer to 190° of turn required at this point).

During this time, the pilot's full attention is devoted to maintaining proper glideslope, lineup, and angle of attack until touchdown.

All aircraft are assigned holding at a marshal fix, typically about 150° from the ship's base recovery course, at a unique distance and altitude.

Adjustments may be directed by the ship's carrier air traffic control center, if required, to ensure proper separation.

Aircraft on the standard approach without an arc (called the CV-1) still have to correct from the marshal radial to the final bearing, and this is done in such case, at 20 nautical miles (37 km; 23 mi).

As the ship moves through the water, the aircraft must make continual, minor corrections to the right to stay on the final bearing.

Aircraft pass through the 6-nautical-mile (11 km; 6.9 mi) fix at 1,200 feet (370 m) altitude, 150 knots (280 km/h; 170 mph), in the landing configuration and commence slowing to final approach speed.

To arrive precisely in position to complete the landing visually (at 3⁄4 nautical mile (1.4 km; 0.86 mi) behind the ship at 400 feet (120 m)), several instrument systems/procedures are used.

The automatic carrier landing system is similar to the ICLS, in that it displays "needles" that indicate aircraft position in relation to glideslope and final bearing.

Additionally, some aircraft are capable of "coupling" their autopilots to the glideslope/azimuth signals received via data link from the ship, allowing for a "hands-off" approach.

Regardless of the case recovery or approach type, the final portion of the landing (3⁄4 nautical mile (1.4 km; 0.86 mi) to touchdown) is flown visually.

If an aircraft is pulled off the approach (the landing area is not clear, for example) or is waved off by the LSO (for poor parameters or a fouled deck), or misses all the arresting wires ("bolters"), the pilot climbs straight ahead to 1,200 feet (370 m) to the "bolter/wave-off pattern"[clarify] and waits for instructions from approach control.

This is done to keep the engines spooled and providing thrust in case a bolter (missing every wire, go-around[20]) occurs or even for the unlikely event of a cable snapping.

[21] Ideally, the tailhook catches the target wire (or cross deck pendant), which abruptly slows the aircraft from approach speed to a full stop in about two seconds.

Remaining ordnance is disarmed, wings are folded, and aircraft are taxied to parking spots and shut down.