Landing on the deck of an aircraft carrier is widely considered one of the most challenging feats a navy pilot can perform. The primary difficulty lies in the incredibly limited space available – the flight deck offers only around 500 feet (approximately 150 meters) of runway for incoming planes. This distance is drastically insufficient for the heavy, high-speed fighter jets and other aircraft operating from modern U.S. carriers to stop using conventional braking alone. So, How Do Fighter Jets Stop On An Aircraft Carrier safely and efficiently?
The solution lies in a sophisticated system involving a specialized piece of equipment on the aircraft and robust infrastructure on the ship: the tailhook and arresting wires. Every carrier-capable plane is equipped with a tailhook, a sturdy hook extending from the plane’s tail. The pilot’s critical task during landing is to successfully catch this tailhook on one of the several arresting wires stretched across the flight deck. These wires are not simple cables but are woven from high-tensile steel, designed to withstand immense force.
The arresting wires are anchored on both ends to powerful hydraulic cylinder systems located below the deck. When a tailhook snags a wire, it pulls the cable outward. The hydraulic cylinders absorb the kinetic energy of the incoming aircraft, rapidly and safely decelerating it. This arresting gear system is engineered to stop a massive 54,000-pound aircraft (around 24,500 kg) traveling at 150 miles per hour (241 kph) in a mere two seconds, within a landing area of approximately 315 feet (96 meters).
Tailhook about to catch arresting wireA KA-6D Intruder aircraft’s tailhook positioned to catch an arresting wire. Photo courtesy U.S Department of Defense
An F/A-18C Hornet makes contact with an arresting wire on the USS Nimitz. Photo courtesy U.S Department of Defense
To provide a larger target area for pilots landing on the relatively short deck, there are typically four parallel arresting wires, spaced about 50 feet (15 meters) apart. While catching any wire will bring the aircraft to a stop, pilots are specifically instructed to aim for the third wire. This wire offers the optimal balance of safety and effectiveness. Targeting the first wire is avoided because it is dangerously close to the stern (rear edge) of the ship; if the pilot is slightly too low, they risk crashing into the ship’s structure. Snagging the second or fourth wire is acceptable, but consistent capture of the third wire is a key indicator of a pilot’s proficiency and is crucial for career advancement. Understanding the precision required for a successful fighter plane landing on aircraft carrier is vital.
Executing this precise landing requires approaching the deck at an exact angle and following a strict procedure. Incoming aircraft first enter a holding pattern, often described as a “stack,” near the carrier. The Carrier Air Traffic Control Center (CATCC) below deck manages the flow of these aircraft, determining the landing order based primarily on fuel levels – planes running low on fuel get priority. When cleared to land, the pilot leaves the stack and begins the approach toward the ship’s stern. For context on naval aviation development, exploring the history of wwii navy fighter aircraft reveals the evolution of these complex operations.
Pilots receive guidance from Landing Signals Officers (LSOs) stationed on the deck. LSOs communicate with the pilot via radio and use a system of lights on the deck to provide visual cues. If an aircraft is off course, the LSOs can issue radio commands or illuminate specific lights to guide the pilot back onto the correct glide slope or, if necessary, “wave them off,” signaling the pilot to abort the landing attempt and go around for another pass. This cooperative effort is fundamental to fighter jet landing on aircraft carrier procedures.
Landing Signals Officers provide guidance to an incoming aircraft aboard the USS George Washington. Photo courtesy U.S Department of Defense
LSO workstation consoleThe video display and communication equipment at a Landing Signals Officers’ station. Photo courtesy U.S Department of Defense
In addition to LSO guidance, pilots rely heavily on the Fresnel Lens Optical Landing System, often called “the lens”. This system, mounted on a gyroscopically stabilized platform to counter ship movement, uses a series of lights and Fresnel lenses to project beams of light into the approach path at different angles. The color and position of the light the pilot sees indicates their glide slope relative to the ideal path. An amber light aligned with a row of green lights, known as the “meatball,” signifies the correct approach angle. If the “meatball” appears above the green lights, the plane is too high; below the green lights, it’s too low. Red lights warn of a dangerously low approach.
The “lens” system on the USS John F. Kennedy providing visual landing guidance. Photo courtesy U.S. Department of Defense
Immediately upon touching the deck, the pilot pushes the engines to full power, a seemingly counterintuitive action when trying to stop. This is a crucial safety measure. If the tailhook fails to catch an arresting wire (a scenario called a “bolter“), the aircraft needs sufficient speed to take off again from the angled deck and come around for another landing attempt. The landing strip on a carrier is angled at about 14 degrees relative to the ship’s centerline, allowing aircraft to become airborne again from the side without colliding with parked aircraft further forward on the deck. This capability is key to understanding how do fighter jets land on aircraft carriers successfully, even when things don’t go perfectly.
Once an aircraft successfully lands and is stopped by the arresting gear, it is quickly cleared from the landing area. The flight deck crew moves the aircraft and secures it by chaining it down on the side of the deck. Securing inactive aircraft is vital to prevent them from sliding around as the ship pitches and rolls in the sea.
Flight deck operations are inherently hazardous. The deck crew must be prepared for emergencies like aircraft fires, having extensive safety equipment readily available. This includes specialized fire trucks and nozzles for water and aqueous film-forming foam (AFFF), an effective fire-extinguishing agent. Personnel also face risks from jet blast and moving machinery. Safety nets around the deck edges offer some protection, and crew members wear float coats (self-inflating jackets with distress lights) and cranials (heavy-duty helmets protecting head and hearing). The intricacies of operating such complex vehicles extend beyond U.S. carriers, with platforms like china jet fighter aircraft also requiring similar operational considerations.
S-3A Viking landing with crash barricadeAn S-3A Viking lands using the crash barricade on the USS Abraham Lincoln following landing gear issues. Photo courtesy U.S Department of Defense
While the aircraft squadron is the carrier’s primary offensive power, the ship itself is equipped with defensive weapons. Modern U.S. supercarriers feature systems like Mk. 29 Sea Sparrow missile launchers and Mk. 15 Phalanx Close-In Weapons Systems (CIWS) to defend against incoming aircraft and missiles. For protection against submarine threats, carriers can deploy SLQ-25A “Nixie” torpedo decoys.
In conclusion, the process of how fighter jets stop on an aircraft carrier is a testament to advanced engineering, precise pilot skill, and coordinated teamwork. The tailhook and arresting wire system, guided by LSOs and optical landing systems, enables the safe recovery of high-speed aircraft on a minimal runway, a critical capability for naval power projection.
Photo courtesy U.S Department of Defense
Photo courtesy U.S. Department of Defense
