Report and photos by Robbie van Disseldorp
For many Naval Aviators, carrier operations are the highlight of their flying careers. It is why they chose to Fly Navy. Putting a big fighter down on the deck is a special skill that requires many hours of training. All that training eventually leads to the actual onboard carrier qualifications (CQ). The Unit Report boarded the USS Carl Vinson to see these carrier quals up close.
The CQs are done by the US Navy’s Fleet Replacement Squadrons (FRS). An FRS sometimes referred to as a “RAG” (Readiness Air Group,) is where Naval Aviators and Naval Flight Officers learn to fly their assigned aircraft. The squadron also trains aviators who are transitioning from other aircraft as well as ground crews. Besides their training function, they also provide replacement aircraft for the fleet squadrons. During our visit, three of the West Coast FRS, VFA-122 (F/A-18E/F), VFA-125 (F-35C), and VAQ-129 (EA-18G) came aboard the USS Carl Vinson.
There are three different types of CQs. First, there is the initial CQ. This is the student, or nugget as they are called. They are in flight training and must pass the initial carrier qualification to receive Mission Capable Qualification status. Students must complete a number of day and night traps as well as several touch-and-go's in order to pass. CQ for students is not just about the traps; it’s also about familiarizing them with the stress of carrier operations like flying the pattern, taxiing on the boat, communications, and more.
The second type is transition CQ. This is meant for experienced aviators with a history of carrier operations but who are transitioning to a new aircraft. Lastly, there is the requalification CQ. These are experienced aviators who have not flown from a carrier in the last six months and must re-qualify to join an operational unit or maintain their flying status.
CQs are a very hectic time on the flight deck. It is a constant coming and going of aircraft. Once an aircraft traps, it immediately taxies to the catapult to be shot off the boat again. This sequence continues until the aviator has completed the required amount of touch-and-go's and traps to pass his/her qualification. After the final trap, the aviator hands the plane over to the next student, and the same sequence starts all over again.
On this day, flight ops started shortly before noon when the first Growlers and F-35Cs entered the pattern. They were joined shortly after by the Rhinos of VFA-122. Flight ops continued throughout much of the day and night, with the final trap taking place around 2:30 am.
Magic Carpet
Carrier landings are still a difficult and dangerous business. However, the introduction of the Precision Landing Management (PLM) system, also known as Magic Carpet, has made life easier for naval aviators.
When using the Optical Landing System (OLS), an aviator typically makes 200-300 micro adjustments during the last 18 seconds before hitting the boat. With PLM engaged, this number drops to below 10. The PLM system works as follows: an aviator will enter the ship’s speed into the software. PLM will then compute the correct 3.5-degree glideslope for landing. Once the aviator flies on the ball, PLM will lock in and manage the throttle during the landing sequence. It is important to note that PLM is not an automatic landing system, it just makes the plane easier to control for carrier landings.
No matter how many carrier landings an aviator has, every landing is still exciting. During our stay, the weather and the ocean were calm, but many uncontrollable conditions can make things incredibly difficult for these aviators in the blink of an eye. In the end, getting back safely aboard the ship still requires being part of a “controlled crash.”
