I worked the flight deck on several carriers and enjoyed many different positions. It's hard, repetitive work under stressful conditions. I enjoyed every minute.
Ex-USAF here….Saluting your service to our country! That job is so safety critical x 10, and dangerous x 10, gotta stay alert at all times, stay safe out there
Nuke here. Thanks for that breakdown! I've watched dozens of launches - in person and online - and although I was able to figure out most of what was happening, this vid really fills in the blanks.
Great vid! I was Green shirt on CNM 72, CVN 69, CV 66 and it's difficult to really explain to friends and family what it's like to do this, since most vids are shot from 20 feet away and with shaky camerawork. Now I can send them here! And I will! Thx
At last! I can see the launch procedure right up close!!! Thank you guys for doing this! I envy all of you up there on the Flight Deck! I also respect every single one of you for the work and effort you all put in, in what is an extremely challenging and dangerous environment! BZ!!! ⚓⚓⚓
Utterly Brilliant. Really like the captions sequence. The more information I get on how these incredible machines work and the personnel who operate them, the better. Keep up the excellent videos. Can't wait for next one 😁.
It's no fun when you are doing it, but damned if you don't have some great stories and memories after. It's worse when you are in a snow squall! Fingers are useless and visibility is terrible, but again, great memories.
The launch bar is the white rod with a black line located forward of the nose landing gear strut. It lowers down into the cat track by a switch in the cockpit when the pilot is given the lower launch bar signal by the yellow shirt plane director. The signal is “lowering your arm out & down” As if you were showing someone a tattoo on your forearm. The white & yellow ringed holdback bar is installed by the green shirt shuttle runner and sits in the cat track attached to the aircrafts rear of the nose landing gear with a breakable metal piece we called the “dog bone” that breaks off from bar as the jet departs the end of catapult track & off the ship. When the squadron “Final checkers” have completed their nose to tail final inspection of the jet. They kneel aft and outboard of the port & starboard horizontal stabilizers. The plane director then signals the pilot to advance his throttles to military power or below maximum, to achieve tension of the launch bar & holdback bar into the catapult shuttle. Then the Plane director signals to the Pilot control to the Launch officer who signal the Pilot to advance to maximum power and the tension achieved with the launch bar in the shuttle and hold back bar are verified by the shuttle runner who then turns outward running away from the nose of the jet with thumbs up. Then the Launch officer looks left and right to ensure the deck is clear, he always has radio contact with the airboss and other flight deck officers. As they will not allow the launch if the ship is in a deep roll or sea state that could affect the jet departing over the ocean. Launch Officer checks to ensure the squadron final checkers are signaling thumbs up and then points to Pilot who salutes when he is ready to launch. Launch officer salutes pilot to acknowledge and points to deck and raises his arm to end of cat track upon this the cat operator in the cat walk looks left and right and touches launch button and jet is away. .The holdback bar is retrieved by the shuttle runner after the jet departs and the dogbone is removed by a squadron plane captain from the rear of the nose landing gear when it returns from mission. Each aircraft dogbone is a different shape & color. I was an F14 final checker, our F14AB&D’s dog bones were purple. If live weapons are installed then an added pre-launch procedure is performed by the airwing ordnance team in red jerseys to arm or de-arm missiles, lasers, bombs, guns, rockets, chaff & flares. Its all very procedural and well taught. Nobody works the roof of a US Navy carrier without thorough training and proven ability. It is rare to occur but Crashes, collisions, explosions, fires, injuries and death happen very quick. You have to be well trained to prevent mishaps and ready to react in rare cases things go wrong.
Man oh man, this was a trip back down memory lane for me! Worked the roof aboard this very ship in the early to mid 80s with VF-142. This could almost be an instruction video. I'm not kidding! Thank you thank you thank you for this, and for the great memories it brought back!
I’ve watched all your videos and they always impress me with this intricate process for getting aircraft off the deck. It looks stressful and dangerous and dirty. Throw in some lousy weather and this looks even crazier!
Wow. People do this for us. TBH, I wouldn't mind giving it a try... after a couple of years of training... and stomach hardening. Thank you for this video and for your service.
I guess the holdback bar 'breakable' mechanism is just strong enough to hold an aircraft with engines at full power but nowhere near strong enough to hold it once the cat shuttle starts pulling the aircraft along.
I love the waist cats and all, but we gotta show cats 1 & 2 some love right? I’d love to see some of the operations up at the front, and maybe see the perspective of the Shooter sometime? Keep up the good work!
I watched a video yesterday about the holdback bar interesting. There are some smart engineers out there. The pilot mash’s the throttle and then the hold back bar automatically releases at a certain pressure depending on the aircraft like 60,00O pounds, and each type of aircraft has their own color coded bar. I’ll try to post that video here.
The Holdback bar WILL actually release. Each designated Holdback bar has a breaking strength depending on the type of aircraft being launched. If you’re referring to the “T-bar”, those are only used currently on E-2/C-2 aircraft, as well as the EA6B. S-3’s were phased out years ago.
That mm-precision to place the launch bar on the shuttle by nose-wheel steering without a direct line of sight just following the signaling officer is just crazy....is that always going as flawlessly as in this case?
If it's taxied through the NGL, generally yes. A "dry hook" (meaning the launch bar wasn't taxied through the NGL and/or the NGL wasn't actuated and the holdback bar had to be manually guided in) significantly raises the level of difficulty.
The flight deck is actually the real danger zone. Truly the most dangerous place/job in the world. The only thing more impressive than flight ops on the boat is night flight ops on the boat. Thanks to all now serving, those who have, and those who will in the future. FLY NAVY!!!
Great adition, the captions!! Do you think you'll have the time to make a video (no need of captions) of the full process from Weight Board Operator to Safety Officer?
Even tho I like the Hornet, id Love if there still would be some F14s about q.q Love how the Movements of you Guys both are on point and yet Relaxed and sometimes "Dance" like :)
Glad the cats are gone. Real pretty but real nightmares to maintain. We used to call them EDSELs. A 50 percent availability rate is no way to run an Airgroup!
Can you folks do a video explaining the Holdback Bar, how it functions, how/when it is released and is it specific to a particular type of aircraft? It has a somewhat odd shape, is that significant and does it have any mechanical moving parts? Thanks...
Hey @R@ttler. I don't actually know what I'm talking about, but I'm pretty sure the holdback bar basically has a bolt that fails at a very predictable tension force (like 1000 lbs or something like that). When the bolt fails, it releases the aircraft and the catapult flings it the rest of the way. I think this is done so the engines can reach close to full throttle without losing any ground/time on the runway (so they can "hit the ground running"). I don't actually KNOW though... I'd also like to see a video about it like you requested.
@@drinductor8150 ....nope, that's not it, BUT it was similar to that in the past (preplanned bolt failure)....and it would need to hold a lot more than 1, 000 lbs. But I did find some interesting info on it and understand it much better. Look up US Patent #4,101,099 - Repeatable Release Holdback Bar. And thanks for the reminder...
I should have said in my previous post that the Repeatable Release Holdback Bar used for carrier launches is a mechanical hydraulic system housed in that orange/red section and is reusable although it does require constant inspections and maintenance. Those interested in further info should look up that US Patent as it has a full description and diagram.
The modern airframes use a reusable holdback bar that no longer requires the tension-specific dumbbells. I do remember lugging boxes of them to center deck! Ugh. Hated that. Different colors for different aircraft. The cardboard boxes always got soggy and then we had to hand carry the leftovers below after flight ops like we were carrying dozens of loose beer bottles. Finally figured out that we knew how many launches were scheduled and began just taking that number plus a few extras... then we often tossed the two or three spares over the deck for Davy Jones to use. The new HB bars have a calibrated "breaking point" that is specific to each type of aircraft/associated weight, and after a certain number of launches they are recalibrated in the shop below deck. Different colored bars for different airframes.
Actually that is a great observation, as the pilot, while on the flight deck in his/her aircraft is at NO times making decisions about the movement and placement of their aircraft. They are simply the Uber driver following the directions of the Yellowshirts (handlers) and they must implicitly and exactly do as directed. They only become cooler than us after they leave the front end of the ship and when they land safely aboard the back end.
Absolutely Awesome!!! What are the details of the Hold Back Bar? How does it latch into hold back position on the deck? It seems like the aircraft taxied forward after the HBB was set / fixed in the deck. How is it set for each aircraft / load / weight? What happens to the piece if any that remains attached to the aircraft?
There is an interface with the deck. The hold back bar where it attaches to the aircraft has a sacrificial bolt that shears at a pre determined thrust from the shuttle. This ensures that the shuttle doesn't move before sufficient pressure in the stream ram. That's what I understand.
It is amazing how much has to be done correctly or someone could easily get hurt or killed. You have planes weighting up to 35 tons fully fueled and a machine capable of moving that much weight 300 feet in several seconds. With that much energy and power, being at the wrong place at the wrong time can spell disaster so hats off to the people who do this flawlessly every day. One quick question -- is the steam that comes out after launching dangerous (hot)? Do you have to avoid that area for a few seconds?
Thank you for the subtitles. So is the hold back bar reusable or just a one time use? Thank you. Had a chance to visit the USS Ranger here in Singapore back in 1976. I was amazed how the crew managed to meander the insides of the carrier which seemed like a huge maze. 😁
I had the same question. I was a sandcrab at NADEP Norfolk and occasionally we would get an aircraft with half of a holdback still stuck in the nose landing gear. I was a helo guy in the Marines so having a big chunk of metal flopping around in front of the intakes seemed iffy to me. The engineers at Grumman we're way smarter than me so I guess it worked but I never quite got it.
The holdback bar is reusable,but there is a piece of metal that is inserted in the holdback bar that looks like a dumbbell. One end is in the tip of the holdback bar and the other end of the dumbbell is attached to the front landing gear. The piece of metal won't break while the plane is at full power, but when the catapult fires, it breaks the small middle section of the dumbbell. The little hop that planes do as the cat fires is the metal breaking. The bar stays on deck and is set up for the next aircraft. Holdback bars are also aircraft specific.
I kept as souvenirs the half of the hold-back that breaks off and stays with the aircraft after catapult launch, and a worn-out tail hook from my days as a C-1A Carrier On-Board Delivery aircrewman. We didn't catapult launch very often we usually did a deck run.
The modern airframes use a reusable holdback bar that no longer requires the dumbbells. I do remember lugging boxes of them to center deck! Ugh. Hated that. Different colors for different aircraft. The cardboard boxes always got soggy and then we had to hand carry the leftovers below after flight ops like we were carrying dozens of loose beer bottles. Finally figured out that we knew how many launches were scheduled and began just taking that number plus a few extras... then we often tossed the two or three spares over the deck for Davy Jones to use. The new HB bars have a calibrated "breaking point" that is specific to each type of aircraft/associated weight, and after a certain number of launches they are recalibrated in the shop below deck. Different colored bars for different airframes.@@zeddsith2050
when you needed the pilot to kick the nose gear to the right to place the launch bar in the track, you pointed to the right of the aircraft. Is that signal given by the yellow shirt to the pilot in a similar fashion, that is, does the yellow shirt just point to the pilot's right?
Army curiosity, how does the REAR hold back arm(i know.that not the name) connect? It seems to be reusable, does it use a snap fitting of some sort? Thx 4 the cool vid.. wish I had some of me in my M1A1 shooting shit
Officer : Both Catapults are broken, sir. Stinger : How long will it take? Officer : It'll take ten minutes. Stinger : Bullcrap ten minutes! This thing will be over in two minutes! Get on it!
Finally! Someone was kind enough to caption it so us Air Force guys could understand what was going on. 😬 Salute!
Unfortunately, it's so blurry that I can't read them.
@@GilmerJohn if it’s blurry I’d recommend a visit to the optometrist
@@tinzalix8624 -- Quite possible.
@@GilmerJohn Yeah I agree too cause I see them perfectly fine
@@GilmerJohnthey are absolutely fine. Try wiping your eyeglasses with microfiber
I worked the flight deck on several carriers and enjoyed many different positions. It's hard, repetitive work under stressful conditions. I enjoyed every minute.
Ex-USAF here….Saluting your service to our country! That job is so safety critical x 10, and dangerous x 10, gotta stay alert at all times, stay safe out there
Love the explanations! Would love one for plane captain hand signals when starting up
Me too!
Here's hoping for more videos with captions. Thanks a lot. Awesome.
Would love to see more like this where you break down what's going in in detail. Very cool.
Nuke here. Thanks for that breakdown! I've watched dozens of launches - in person and online - and although I was able to figure out most of what was happening, this vid really fills in the blanks.
I worked V-2 Div. Cat 3, onboard CV-63, back in the early 80's. Things sure have changed.
You’re correct. Things have definitely changed since your time.
Great vid! I was Green shirt on CNM 72, CVN 69, CV 66 and it's difficult to really explain to friends and family what it's like to do this, since most vids are shot from 20 feet away and with shaky camerawork. Now I can send them here! And I will! Thx
*CVN 72* ( I have no idea what a CNM is! haha) sorry
At last! I can see the launch procedure right up close!!! Thank you guys for doing this! I envy all of you up there on the Flight Deck! I also respect every single one of you for the work and effort you all put in, in what is an extremely challenging and dangerous environment! BZ!!! ⚓⚓⚓
Thanks!
Utterly Brilliant. Really like the captions sequence. The more information I get on how these incredible machines work and the personnel who operate them, the better. Keep up the excellent videos. Can't wait for next one 😁.
awesome video, now imagine doing this at night, in the rain, with 30 kts wind across the deck.
It's no fun when you are doing it, but damned if you don't have some great stories and memories after. It's worse when you are in a snow squall! Fingers are useless and visibility is terrible, but again, great memories.
Brilliant! I was hoping you'd subtitle what all the hand signals were.
Soon! We're working on the best way to explain the hand signals.
Sweet!
Just can't wait for that too.
@@FlightDeckLife what is the dance and kick they do when taking tension?
The launch bar is the white rod with a black line located forward of the nose landing gear strut. It lowers down into the cat track by a switch in the cockpit when the pilot is given the lower launch bar signal by the yellow shirt plane director. The signal is “lowering your arm out & down” As if you were showing someone a tattoo on your forearm. The white & yellow ringed holdback bar is installed by the green shirt shuttle runner and sits in the cat track attached to the aircrafts rear of the nose landing gear with a breakable metal piece we called the “dog bone” that breaks off from bar as the jet departs the end of catapult track & off the ship. When the squadron “Final checkers” have completed their nose to tail final inspection of the jet. They kneel aft and outboard of the port & starboard horizontal stabilizers. The plane director then signals the pilot to advance his throttles to military power or below maximum, to achieve tension of the launch bar & holdback bar into the catapult shuttle. Then the Plane director signals to the Pilot control to the Launch officer who signal the Pilot to advance to maximum power and the tension achieved with the launch bar in the shuttle and hold back bar are verified by the shuttle runner who then turns outward running away from the nose of the jet with thumbs up. Then the Launch officer looks left and right to ensure the deck is clear, he always has radio contact with the airboss and other flight deck officers. As they will not allow the launch if the ship is in a deep roll or sea state that could affect the jet departing over the ocean. Launch Officer checks to ensure the squadron final checkers are signaling thumbs up and then points to Pilot who salutes when he is ready to launch. Launch officer salutes pilot to acknowledge and points to deck and raises his arm to end of cat track upon this the cat operator in the cat walk looks left and right and touches launch button and jet is away. .The holdback bar is retrieved by the shuttle runner after the jet departs and the dogbone is removed by a squadron plane captain from the rear of the nose landing gear when it returns from mission. Each aircraft dogbone is a different shape & color. I was an F14 final checker, our F14AB&D’s dog bones were purple. If live weapons are installed then an added pre-launch procedure is performed by the airwing ordnance team in red jerseys to arm or de-arm missiles, lasers, bombs, guns, rockets, chaff & flares. Its all very procedural and well taught. Nobody works the roof of a US Navy carrier without thorough training and proven ability. It is rare to occur but Crashes, collisions, explosions, fires, injuries and death happen very quick. You have to be well trained to prevent mishaps and ready to react in rare cases things go wrong.
Man oh man, this was a trip back down memory lane for me! Worked the roof aboard this very ship in the early to mid 80s with VF-142. This could almost be an instruction video. I'm not kidding!
Thank you thank you thank you for this, and for the great memories it brought back!
Awesome Video! Appreciate the captions! Stay safe!
BZ! Thanks for video and the captions! 🇺🇲
Righteous... thank you for your service and keeping us safe.. Cheers mate.
This looked awesome! I just know this stuff from DCS but it is soooo cool!
Love your annotations! Never seen / heard those before. Thanks! Great video.
I’ve watched all your videos and they always impress me with this intricate process for getting aircraft off the deck. It looks stressful and dangerous and dirty. Throw in some lousy weather and this looks even crazier!
Night ops in foul weather are scary af for everyone.
Fantastic! Thanks for subtitles. Helps explain a lot.
Love the detailed explanation! More of this!
Love it boys I appreciate y’all out there
Amazing video and captions - thank you so much👍
Great video. I appreciate these close up views. Almost hands on. Be safe mates. Thanks for your service.
I appreciate this video. Specially the on screen text. Thank you.
Wow. People do this for us. TBH, I wouldn't mind giving it a try... after a couple of years of training... and stomach hardening. Thank you for this video and for your service.
Wonderful experience watching this - so much respect for so much skill.
That was very informative!! Thanks for the video!!
Love this channel. Brings back memories of being on the Ike in 08-09. Waist Cats to be exact. Lmao. I was a Gear dog on the JFK Decomm crew too.
You guys rock!! Thanks for the vid!
Thanks for your time and effort captioning!
The best recruitment video out there! 😳
An industrial strength ballet! Love it.
Love your videos keep it up.
Well done, carry on.
This is amazing!!
Wow. What a clear insight.
I guess the holdback bar 'breakable' mechanism is just strong enough to hold an aircraft with engines at full power but nowhere near strong enough to hold it once the cat shuttle starts pulling the aircraft along.
I love the waist cats and all, but we gotta show cats 1 & 2 some love right? I’d love to see some of the operations up at the front, and maybe see the perspective of the Shooter sometime? Keep up the good work!
WOW! Loved the captions! Can you make a separate video on hand signals ?? THANKS!
GOD BLESS YOU AND THE 🌍🇺🇲🕊️🩰💘📿🧁🧁🧁🧁💝🤳🪖🪖🪖☦️🫀⌛♾️🇺🇦🚁📱🐈😺🏡
Awesome vid! Thanks
That was awesome man!
Thank you for explaining step by step.
You are welcome!
I watched a video yesterday about the holdback bar interesting. There are some smart engineers out there. The pilot mash’s the throttle and then the hold back bar automatically releases at a certain pressure depending on the aircraft like 60,00O pounds, and each type of aircraft has their own color coded bar. I’ll try to post that video here.
The Hold back doesn't actually release. The Catapult being Launched will Snap the Hold Back Link inside the Holdback Bar
The Holdback bar WILL actually release. Each designated Holdback bar has a breaking strength depending on the type of aircraft being launched.
If you’re referring to the “T-bar”, those are only used currently on E-2/C-2 aircraft, as well as the EA6B. S-3’s were phased out years ago.
Very cool thanks for that
But it looks so easy on Top Gun. Hats off to all of our service members. Thank you and we love you all.
Hollywood makes everything look easy & gives the false hope that everyone can do it.
You guys have the coolest jobs on the ship XD
Badass!
one of the best and dangerous jobs in the world of aviation
Outstanding video sir!
Thank you kindly!
Hope the next vid is out soon. Can’t wait!
soon
That mm-precision to place the launch bar on the shuttle by nose-wheel steering without a direct line of sight just following the signaling officer is just crazy....is that always going as flawlessly as in this case?
If it's taxied through the NGL, generally yes. A "dry hook" (meaning the launch bar wasn't taxied through the NGL and/or the NGL wasn't actuated and the holdback bar had to be manually guided in) significantly raises the level of difficulty.
Love your video and keep up the great work
Thank you! Will do!
Nice!
Great video.
That was fast!
Very well done. Super professional.
Thank you! Cheers!
That F18 nerds new front tires
Awesome awesome awesome
Finally! How long have people been asking you for captions on your vids? :-D
A long time haha.
The flight deck is actually the real danger zone. Truly the most dangerous place/job in the world. The only thing more impressive than flight ops on the boat is night flight ops on the boat. Thanks to all now serving, those who have, and those who will in the future. FLY NAVY!!!
Great adition, the captions!! Do you think you'll have the time to make a video (no need of captions) of the full process from Weight Board Operator to Safety Officer?
That's a good idea! Maybe!
@@FlightDeckLife great!! It's a long time I had this idea. Glad I share it ;-)
that's cool
Coolest Job ever.
ty
Even tho I like the Hornet, id Love if there still would be some F14s about q.q
Love how the Movements of you Guys both are on point and yet Relaxed and sometimes "Dance" like :)
We definitely love to add our own flair!
Glad the cats are gone. Real pretty but real nightmares to maintain. We used to call them EDSELs. A 50 percent availability rate is no way to run an Airgroup!
More please.
Can you folks do a video explaining the Holdback Bar, how it functions, how/when it is released and is it specific to a particular type of aircraft? It has a somewhat odd shape, is that significant and does it have any mechanical moving parts? Thanks...
Hey @R@ttler. I don't actually know what I'm talking about, but I'm pretty sure the holdback bar basically has a bolt that fails at a very predictable tension force (like 1000 lbs or something like that). When the bolt fails, it releases the aircraft and the catapult flings it the rest of the way. I think this is done so the engines can reach close to full throttle without losing any ground/time on the runway (so they can "hit the ground running").
I don't actually KNOW though... I'd also like to see a video about it like you requested.
@@drinductor8150 ....nope, that's not it, BUT it was similar to that in the past (preplanned bolt failure)....and it would need to hold a lot more than 1, 000 lbs. But I did find some interesting info on it and understand it much better. Look up US Patent #4,101,099 - Repeatable Release Holdback Bar. And thanks for the reminder...
I should have said in my previous post that the Repeatable Release Holdback Bar used for carrier launches is a mechanical hydraulic system housed in that orange/red section and is reusable although it does require constant inspections and maintenance. Those interested in further info should look up that US Patent as it has a full description and diagram.
Specifics on this apparatus is actually not public info for very good reasons, although the concept is simple. @@drinductor8150
The modern airframes use a reusable holdback bar that no longer requires the tension-specific dumbbells. I do remember lugging boxes of them to center deck! Ugh. Hated that. Different colors for different aircraft. The cardboard boxes always got soggy and then we had to hand carry the leftovers below after flight ops like we were carrying dozens of loose beer bottles. Finally figured out that we knew how many launches were scheduled and began just taking that number plus a few extras... then we often tossed the two or three spares over the deck for Davy Jones to use. The new HB bars have a calibrated "breaking point" that is specific to each type of aircraft/associated weight, and after a certain number of launches they are recalibrated in the shop below deck. Different colored bars for different airframes.
Dang, this make the pilot look like just some other dude.
Actually that is a great observation, as the pilot, while on the flight deck in his/her aircraft is at NO times making decisions about the movement and placement of their aircraft. They are simply the Uber driver following the directions of the Yellowshirts (handlers) and they must implicitly and exactly do as directed. They only become cooler than us after they leave the front end of the ship and when they land safely aboard the back end.
That's because everyone's lives are on the line from when flight ops starts till it ends. We call it "controlled chaos" for a reason.
@@dom37262 Dom has it right! Do it right or go clean the berthing area... no place for incompetence up there.
@@chrismaggio7879 pilots = chauffeurs, ABHs are the traffic cops - PERIOD. It’s MY deck, Sir!
Not much has changed since 1996. When I was aboard the Nimitz.
Absolutely Awesome!!! What are the details of the Hold Back Bar? How does it latch into hold back position on the deck? It seems like the aircraft taxied forward after the HBB was set / fixed in the deck. How is it set for each aircraft / load / weight? What happens to the piece if any that remains attached to the aircraft?
There is an interface with the deck. The hold back bar where it attaches to the aircraft has a sacrificial bolt that shears at a pre determined thrust from the shuttle. This ensures that the shuttle doesn't move before sufficient pressure in the stream ram.
That's what I understand.
that's fucking amazing teamwork
A couple of questions, what is the purpose of the hold back bar and how is it attached to the aircraft?
It is amazing how much has to be done correctly or someone could easily get hurt or killed. You have planes weighting up to 35 tons fully fueled and a machine capable of moving that much weight 300 feet in several seconds. With that much energy and power, being at the wrong place at the wrong time can spell disaster so hats off to the people who do this flawlessly every day.
One quick question -- is the steam that comes out after launching dangerous (hot)? Do you have to avoid that area for a few seconds?
With wind over deck and being thoroughly buttoned up, it’s not a big problem.
Step 3A seems to be very important, I would like to know why? (ensure to be between intake and your Holdback Operator). Thx
wow....
Odd question. Does the launch bar fold back up by itself after takeoff? I notice this in the last picture you showed.
Wish some arrows pointed to some of the parts. Im only familiar with about half of the items described.
Awesome. Does the job make you a little bit more hypervigilant when launching turboprops than jets?
Absatively! Especially when hawkeyes can and do taxi backwards!
How does the signal to release work, how does the hold back bar release where it connects to the gear.
Thank you for the subtitles. So is the hold back bar reusable or just a one time use? Thank you.
Had a chance to visit the USS Ranger here in Singapore back in 1976. I was amazed how the crew managed to meander the insides of the carrier which seemed like a huge maze. 😁
I had the same question. I was a sandcrab at NADEP Norfolk and occasionally we would get an aircraft with half of a holdback still stuck in the nose landing gear. I was a helo guy in the Marines so having a big chunk of metal flopping around in front of the intakes seemed iffy to me. The engineers at Grumman we're way smarter than me so I guess it worked but I never quite got it.
The holdback bar is reusable,but there is a piece of metal that is inserted in the holdback bar that looks like a dumbbell. One end is in the tip of the holdback bar and the other end of the dumbbell is attached to the front landing gear. The piece of metal won't break while the plane is at full power, but when the catapult fires, it breaks the small middle section of the dumbbell. The little hop that planes do as the cat fires is the metal breaking. The bar stays on deck and is set up for the next aircraft. Holdback bars are also aircraft specific.
@@zeddsith2050 thank you for the explanation.😊👍
Carrier operations are just amazing.
I kept as souvenirs the half of the hold-back that breaks off and stays with the aircraft after catapult launch, and a worn-out tail hook from my days as a C-1A Carrier On-Board Delivery aircrewman. We didn't catapult launch very often we usually did a deck run.
The modern airframes use a reusable holdback bar that no longer requires the dumbbells. I do remember lugging boxes of them to center deck! Ugh. Hated that. Different colors for different aircraft. The cardboard boxes always got soggy and then we had to hand carry the leftovers below after flight ops like we were carrying dozens of loose beer bottles. Finally figured out that we knew how many launches were scheduled and began just taking that number plus a few extras... then we often tossed the two or three spares over the deck for Davy Jones to use. The new HB bars have a calibrated "breaking point" that is specific to each type of aircraft/associated weight, and after a certain number of launches they are recalibrated in the shop below deck. Different colored bars for different airframes.@@zeddsith2050
Cool and informative video, thanks! Why does _everyone_ make that hands up gesture during the arming, not just the pilot?
A visual indicator across deck that the aircraft is being armed.
@@FlightDeckLife Thank you! Waiting for your next videos!
Could someone explain how the hold back bar releases the plane. What kind of release is it? How does it unlock the plane?
when you needed the pilot to kick the nose gear to the right to place the launch bar in the track, you pointed to the right of the aircraft. Is that signal given by the yellow shirt to the pilot in a similar fashion, that is, does the yellow shirt just point to the pilot's right?
Why is it some videos have the shooter, Yellow Shirt, doing the throttle up and final launch signal while some have the SO, green shirt, doing it?
Can someone tell me how that holdback bar is released?? Thanks.
Awesome video, thanks for sharing. Why does everyone including the pilot raise their hands when the ordinanceman goes to arm the aircraft?
That is to show that no one is touching the controls of any piece of equipment so there is minimal chance of an accidental weapon firing.
@@tiladx Oh ok, makes sense. Thank you.
That nose wheel support leg must take a tremendous amount of stress each time the plane is launched.
Army curiosity, how does the REAR hold back arm(i know.that not the name) connect? It seems to be reusable, does it use a snap fitting of some sort? Thx 4 the cool vid.. wish I had some of me in my M1A1 shooting shit
Love to see the go pro of in-turret action…!
How do release HoldBack Bar?
Officer : Both Catapults are broken, sir.
Stinger : How long will it take?
Officer : It'll take ten minutes.
Stinger : Bullcrap ten minutes! This thing will be over in two minutes! Get on it!
Watch….Catapult Launch- The Story Behind the Holdback Bar
They are feet away from the intakes! Would seem they or any loose objects on them could easily get sucked in?
18 are quick and fast to launch
I’m sure many changes from 40 years ago
What’s the reason for the one knee down and the other leg straight out position of the guys at the rear of the aircraft?
Safety inspection, wind over deck and jet blast
why the pilot's hands in the air at 3:27?