Original subtitles

Narrator: THE USS GERALD R. FORD SUPERCARRIER.

IT’S THE MOST ADVANCED \hWARSHIP EVER BUILT.

Man: ITS SIZE AND ITS COMPLEXITY

\hAND ITS MISSION ARE JUST AMAZING.

\h\h\h\h\h\h\hNarrator: 13 YEARS IN THE MAKING,

IT’S THE ULTIMATE EVOLUTION \h\h\h\hOF NAVAL TECHNOLOGY.

\h\h\h\h\hMan: IT WILL DEPLOY AS A MONSTROUSLY CAPABLE SHIP.

[CHEERING]

Narrator: THIS $14 BILLION SHIP WAS DESIGNED

WITH A MIGHTY PROMISE:

[BOOM]

TO REVOLUTIONIZE THE WAY \h\h\h\hTHE NAVY FIGHTS.

\h\h\hMan: IT MEANS A QUICKER TURNAROUND

TO GET AIRCRAFT OFF THE SHIP \hAND TO DO THEIR MISSIONS.

Narrator: TO BUILD IT, \hA TEAM OF THOUSANDS

\h\h\h\hALL WORKING TOWARD THE SAME GOAL AND MISSION.

Man: I’VE NEVER WORKED WITH A MORE DETERMINED

\h\h\h\h\hAND MOTIVATED GROUP OF INDIVIDUALS IN MY ENTIRE CAREER.

Narrator: THEIR CHALLENGE: \h\hTO PROVE THAT THE FORD

IS THE SHIP OF THE FUTURE.

\h\h\hMan: IT’S POSSIBLE THAT THE NEW TECHNOLOGY

MIGHT NOT WORK.

Man: WE KNEW GOING INTO THIS

IT WAS GOING TO BE A DIFFICULT SHIP.

♪

♪

Narrator: JULY 2017.

NAVAL STATION NORFOLK, VIRGINIA.

CROWDS GATHER ALONGSIDE

\h\h\hTHE U.S. NAVY’S NEW $14 BILLION SUPERCARRIER,

THE USS GERALD R. FORD.

1,100 FEET LONG, 250 FEET HIGH,

\hTHE FORD WEIGHS AS MUCH AS 400 STATUES OF LIBERTY:

NEARLY 100,000 TONS.

TODAY, SHE WILL BE COMMISSIONED INTO THE NAVY:

THE FIRST NEW AIRCRAFT CARRIER \h\h\hDESIGN IN OVER 40 YEARS.

THIS STATE-OF-THE-ART SHIP \h\h\h\h\h\h\hIS DESIGNED

\h\h\hTO MEET THE NEEDS OF A 21st-CENTURY NAVY.

\hSHE’LL CARRY MORE AIRCRAFT AND WEAPONS

THAN ANY NAVAL VESSEL ON EARTH.

Bryan McGrath: THE FORD WILL \h\h\hBE ABLE TO DO THE JOB

\h\hAT A GREATER CAPACITY THAN ANY AIRCRAFT CARRIER BEFORE IT

HAS EVER BEEN ABLE TO DO.

Narrator: A SUPERCARRIER:

IT’S THE ULTIMATE SYMBOL \h\hOF MILITARY MIGHT...

A MOBILE AIRFIELD

THAT ALLOWS A COUNTRY \h\hTO BRING THE FIGHT

RIGHT TO THE ENEMY’S DOORSTEP.

\h\h\h\h\h\h\hJames Rentfrow: 90% OF THE WORLD’S POPULATION

LIVES WITHIN 100 MILES \h\h\h\h\hOF A COAST.

\h\hA CARRIER CAN IMPACT ALL OF THOSE POPULATION CENTERS

AND REACH OUT AND TOUCH

\hJUST ABOUT ANY STRATEGICALLY IMPORTANT PLACE IN THE WORLD.

♪

[EXPLOSIONS]

♪

Narrator: 12 MILES AWAY \h\h\h\hFROM THE COAST,

THE OCEAN IS CONSIDERED \h\h\h"GLOBAL COMMONS."

A POWERFUL NAVY ALLOWS A COUNTRY TO USE THAT GLOBAL COMMONS

AS A BUFFER BETWEEN \h\hITSELF AND WAR.

Rentfrow: THE NAVY PREFERS \h\hTO PLAY AN AWAY GAME.

\h\h\hHAVING THE FIGHT HAPPEN OUT AWAY FROM OUR HOME WATERS

IS DESIRABLE.

Narrator: BRINGING THAT FIGHT: \h\h\h\h\h\hTHE STRIKE GROUP,

MADE UP OF CRUISERS...

DESTROYERS...

AND SUBMARINES,

ALL SUPPORTED BY A SUPPLY SHIP.

Rentfrow: A STRIKE GROUP \hIS JUST A COMBAT UNIT

\h\h\h\hTHAT CAN BE SENT OUT TO PERFORM VARIOUS MISSIONS.

\hIT GIVES A LOT OF FLEXIBILITY TO DO A LOT OF DIFFERENT THINGS.

Narrator: THE CRUISERS ARE ONE OF THE LARGEST COMBAT VESSELS

IN THE U.S. NAVY.

\hEACH ONE IS ALMOST 10,000 TONS OF POWER

WITH A RANGE OF WEAPONS \h\h\h\hAT ITS SERVICE.

[BOOM]

[MACHINE GUN FIRE]

THE STRIKE GROUP’S DESTROYERS \h\h\h\h\h\h\h\h\h\hARE FAST,

MANEUVERABLE,

AND EFFECTIVE.

Man on loudspeaker: \h\h\h\h\h\hLAUNCH!

\h\h\h\h\h\h\h\h\hNarrator: THEIR MOST POWERFUL WEAPON:

\h\h\h\hTHE TOMAHAWK LAND CRUISE MISSILE.

THIS HALF A MILLION-DOLLAR \h\h\h\h\h\h\h\h\h\hMENACE

CAN CARRY A 1,000-POUND WARHEAD ALMOST 1,500 NAUTICAL MILES.

♪

ON THE STRIKE GROUP’S PERIMETER:

\h\hA SUBMARINE HUNTING FOR ENEMY SHIPS AND OTHER SUBS.

\h\h\h\h\hITS MARK 48 HEAVYWEIGHT TORPEDOES

PACK A 650-POUND PUNCH.

[EXPLOSION]

♪

A SUPPLY SHIP SUPPORTS \h\hTHE STRIKE GROUP,

DELIVERING FOOD...

FUEL...

AND AMMUNITION.

\h\h\hIN THE CENTER OF THE STRIKE GROUP:

THE CARRIER...

BRINGING $3.5 BILLION WORTH \h\h\hOF HIGH-TECH AIRCRAFT.

Rentfrow: AN AIRCRAFT CARRIER \h\h\h\h\h\h\h\h\hIS THE SHIP

THAT HAS THE MAIN COMBAT POWER,

AND IT’S ALSO TYPICALLY THE MOST EXPENSIVE ONE.

THE REASON THEY CALL IT \h\h\hA CAPITAL WARSHIP

IS BECAUSE THAT IT REPRESENTS \h\h\h\h\hA CAPITAL INVESTMENT

BY THE NATION IN THAT SHIP.

Narrator: THERE ARE \h\hJUST 19 CARRIERS

SAILING THE WORLD’S WATERS.

ONLY EIGHT COUNTRIES HAVE ONE \h\h\h\h\h\hIN THEIR ARSENAL.

Rentfrow: THE UNITED STATES HAS THE ABILITY TO PRODUCE THE MOST,

\h\h\hBUT THAT DOESN’T MEAN THAT OTHER COUNTRIES DON’T WANT THEM.

Narrator: THE COUNTRY WITH THE MOST CARRIERS

\hHAS ALWAYS BEEN THE UNITED STATES.

Rentfrow: WE HAD SOMETHING \h\h\h\h\h\h\hON THE ORDER

\h\hOF 100 AIRCRAFT CARRIERS AT THE END OF THE SECOND WORLD WAR,

BUT ALL OF THOSE TOGETHER

WOULD NOT HAVE HAD NEARLY \h\h\h\h\hTHE COMBAT POWER

THAT A SINGLE CARRIER \h\hWOULD HAVE TODAY.

Narrator: IN 1955 THE NEWLY \h\hDESIGNED FORRESTAL CLASS

\hBECOMES THE NAVY’S FIRST SUPERCARRIERS,

\h\h\hSETTING THE STANDARD FOR THE U.S. CARRIERS THAT FOLLOW.

Rentfrow: THE FORRESTAL ARE OUR FIRST AIRCRAFT CARRIERS

\h\hTHAT ARE IN EXCESS OF 75,000 GROSS TONS,

WHICH IS SORT OF THE DEFINITION OF A SUPERCARRIER.

THEY’RE THE FIRST ONES THAT ARE DESIGNED TO CARRY THESE AIRCRAFT

\hTHAT HAVE THE CAPABILITY TO CARRY NUCLEAR WEAPONS.

Narrator: THE FORRESTAL DESIGN \hIS FOLLOWED BY FOUR CARRIERS

IN THE KITTY HAWK CLASS...

THE SINGLE SHIP ENTERPRISE...

AND 10 NIMITZ-CLASS CARRIERS...

ALL BRINGING AMERICAN AIR POWER TO WHEREVER IT’S NEEDED.

[JET ENGINES ROARING]

\h\h\h\h\h\hTHE NAVY MAINTAINS AT LEAST 15 AIRCRAFT CARRIERS

THROUGHOUT THE COLD WAR.

[JETS ROARING]

BUT THE COLD WAR EVENTUALLY ENDS.

IN 1993, THE FORRESTAL CLASS \h\h\h\hBEGINS TO RETIRE...

AND THE NUMBER OF CARRIERS \h\h\h\h\hBEGINS TO DROP.

NAVY BRASS FEAR THAT SOON ENOUGH

THEY WON’T BE ABLE \hTO DO THEIR JOB.

McGrath: THE NAVY HAS TRADITIONALLY OPERATED

AIRCRAFT CARRIERS IN TWO PLACES:

ONE IS IN THE ARABIAN GULF/ \h\h\h\hINDIAN OCEAN REGION;

\h\hTHE SECOND IS IN THE WESTERN PACIFIC.

BECAUSE OUR NATION \h\hIS SO FAR AWAY

FROM WHERE THOSE LOCATIONS ARE,

\h\h\h\h\hYOU HAVE TO HAVE AN ASSEMBLY LINE OF SHIPS

IN VARIOUS STAGES OF READINESS.

\h\hYOU HAVE THE TWO THAT ARE ON STATION,

YOU HAVE TWO THAT JUST LEFT STATION.

\h\h\h\hYOU HAVE TWO THAT ARE WORKING UP.

\hYOU HAVE TWO THAT ARE IN MAINTENANCE,

AND YOU HAVE ONE THAT IS IN A FOUR-YEAR OVERHAUL.

TO FILL TWO STATIONS REQUIRES

\h\hESSENTIALLY 11 AIRCRAFT CARRIERS.

THAT’S THE MATH.

♪

Narrator: BY THE EARLY 2000s,

IT’S CLEAR THAT THE REST \hOF THE NAVY’S CARRIERS

ARE BEGINNING TO SHOW THEIR AGE.

Rentfrow: THERE COMES A TIME \h\h\hWHEN YOU CAN’T AFFORD

TO KEEP THE SHIPS IN SERVICE \h\h\h\h\h\h\h\h\hANY LONGER

BECAUSE IT JUST SIMPLY COSTS \hTOO MUCH TO MAINTAIN THEM.

McGrath: WE BUILD AIRCRAFT CARRIERS

\h\hFOR ESSENTIALLY 50-YEAR LIFE SPANS.

THE NAVAL ARCHITECTS DETERMINED

THAT WE REALLY DID \hNEED A NEW SHIP.

\hNarrator: IN 2008, CONGRESS AWARDS A CONSTRUCTION CONTRACT

FOR A RADICALLY NEW DESIGN, \h\h\h\h\h\h\h\h\hOR CLASS.

IT WILL CALL THIS CLASS \h\h\h\h\h\h\hTHE FORD.

McGrath: THE FORD CLASS IS NAMED AFTER PRESIDENT GERALD R. FORD,

WHO WAS A NAVAL OFFICER \h\h\h\hIN WORLD WAR II.

\h\h\hRentfrow: IN GENERAL, AIRCRAFT CARRIERS ARE NAMED

FOR PRESIDENTS, SO I THINK \hTHAT IT WAS APPROPRIATE.

\h\h\hNarrator: CONGRESS EXPECTS THE NEW SHIP TO DELIVER IN 2015.

NOW ALL THE NAVY HAS TO DO \h\h\h\h\h\h\hIS BUILD IT.

NEWPORT NEWS, VIRGINIA.

IF YOU WANT TO BUILD AN AIRCRAFT CARRIER,

THIS IS THE PLACE TO DO IT.

THIS 20-MILE STRETCH \h\h\h\hOF COASTLINE

IS HOME TO HUNTINGTON INGALLS’ \h\hNEWPORT NEWS SHIPBUILDING.

IT’S ONE OF JUST TWO PLACES \h\h\h\h\h\h\h\hIN THE WORLD

\hADVANCED ENOUGH TO BUILD NUCLEAR-POWERED WARSHIPS.

Mike Butler: WE’VE BEEN BUILDING CARRIERS SINCE THE 1930s,

SO, OVER THE YEARS WE HAVE \h\hPERFECTED THE BUSINESS

OF BUILDING AIRCRAFT CARRIERS.

Narrator: THIS MASSIVE \h\h550-ACRE SHIPYARD

EMPLOYS OVER 20,000 PEOPLE, \hWORKING AROUND THE CLOCK.

\h\h\h\hTHEY’VE BUILT 70% OF THE NATION’S WARSHIPS.

♪

\h\h\hTHE CENTERPIECE OF CARRIER OPERATIONS

IS A PLACE CALLED DRY DOCK 12.

AT 2,200 FEET LONG AND 250 FEET WIDE,

IT’S THE LARGEST DRY DOCK IN THE WESTERN HEMISPHERE.

IN NOVEMBER 2009,

\h\h\h\hTHE USS FORD BEGINS CONSTRUCTION.

THE FIRST PIECE IS THE KEEL, \hOR THE BOTTOM OF THE SHIP.

\h\h\h\h\h\hTHREE YEARS LATER, IT STILL HAS A LONG WAY TO GO.

\h\h\h\h\hGeoff Hummel: THE CARRIER IS ACTUALLY

IN A HEAVY STEEL CONSTRUCTION \h\h\h\h\h\h\hPHASE RIGHT NOW.

\h\h\hYOU CAN SEE A LOT OF STEEL PARTS GOING UP.

EVERY DAY WE’LL BE \h\hADDING PIECES.

WE’RE ACTUALLY ABOUT

WHAT WE CALL THIRD DECK, \h\h\hSECOND DECK AREA.

\h\hSO WE’RE ABOVE THE WATERLINE NOW,

BUT WE’RE NOT EVEN AT HANGAR BAY AT THIS POINT.

Narrator: 4 MILLION POUNDS \h\h\h\h\h\hOF WELD METAL.

13 MILLION FEET OF CABLE.

90,000 PIPE DETAILS.

\h\h\h\hWHEN YOU’RE BUILDING A STATE-OF-THE-ART WARSHIP,

ALL THE NUMBERS ARE BIG.

Butler: THE SHIP HAS \hMILLIONS OF PARTS.

IT’S AN EXTRAORDINARY \h\hAMOUNT OF MATERIAL

THAT GOES INTO THE SHIP.

♪

Narrator: PARTS AND MATERIALS COME FROM OVER 5,000 SUPPLIERS

IN 48 STATES.

TODAY, THEY RECEIVE A SHIPMENT OF STEEL.

[SIREN]

\h\h\hTHE STEEL SHOP IS ONE OF THE LARGEST MACHINE SHOPS

\h\h\h\h\h\h\h\h\hIN THE WORLD: OVER 10 FOOTBALL FIELDS IN SIZE.

Butler: IT’S BEEN HERE \h\h\hSINCE THE 1880s,

WE’VE MODIFIED IT \hOVER THE YEARS.

IT CURRENTLY INCLUDES SOME OF THE MOST SOPHISTICATED

HEAVY MACHINING EQUIPMENT \h\h\h\hTHAT YOU CAN BUY.

Narrator: TO HANDLE THE SIZE AND WEIGHT OF THE FORD’S MATERIALS,

THE SHIPYARD INVESTED IN

OVER $700 MILLION WORTH OF HIGH-TECH EQUIPMENT.

TODAY, ONE OF THEM PUTS DIMPLES INTO A MASSIVE STEEL PLATE.

\hBarry Fallon: THIS IS OUR LARGEST HEAVY FORMING PRESS.

IT’S 5,000 TONS.

\hSO TO GIVE YOU AN IDEA HOW MUCH FORCE THAT IS,

MY PICKUP TRUCK WEIGHS \h\h\h\h5,000 POUNDS.

THIS PRESS PUSHES WITH ENOUGH FORCE

\h\h\hTO LIFT 2,000 OF MY PICKUP TRUCKS.

Narrator: THE DIMPLES WILL BE \h\hUSED TO KEEP NAVY AIRCRAFT

TETHERED TO THE FORD’S DECK.

THE SHIPYARD MUST MAKE \hOVER 7,000 OF THEM.

\hFallon: THIS ENTIRE PRESS AND HEAVY PLATE BAY WAS PUT IN HERE

\h\hAS AN INVESTMENT FOR THE FORD-CLASS CARRIERS.

IT IS SO MASSIVE IT CAN COMPRESS IT ALL IN ONE MOTION.

SO A VERY GOOD ADVANCEMENT \h\h\h\h\h\h\h\h\hFOR US.

Narrator: AS EACH PLATE \h\h\h\h\h\hIS FINISHED,

\hIT MOVES TO AN AREA OF THE SHIPYARD CALLED THE PLATEN,

WHERE IT’S WELDED \hTO OTHER PLATES

TO MAKE UP THE CARRIER’S ROOMS.

\hINDIVIDUAL ROOMS ARE COMBINED INTO MODULES,

CREATING LARGE SECTIONS \h\h\h\h\h\hOF THE SHIP.

THE TECHNIQUE ISN’T NEW, BUT THE SCALE OF IT IS.

\h\hTHE FORD IS BEING BUILT WITH MUCH LARGER AND HEAVIER MODULES

THAN ANY OTHER CARRIER BEFORE.

Hummel: A LARGE MODULE \h\h\h\h\h\hMIGHT HAVE

\h\h\h20 OR 30 OR 40 COMPARTMENTS IN IT,

\h\h\h\h\h\h\h\hAND IT MIGHT BE AN ELECTRICAL SWITCHBOARD ROOM,

IT MIGHT BE A PUMP ROOM, IT COULD BE A STOREROOM,

\h\h\h\h\h\hIT COULD BE MAYBE THE BOTTOM HALF OF AN ELEVATOR

THAT MOVES STORES \hAROUND THE SHIP.

\hNarrator: SHIPBUILDERS FINISH OFF EACH MODULE,

ADDING THE MECHANICALS THAT \h\hWILL MAKE THE SHIP RUN.

Butler: WE BEGIN TO OUTFIT WITH PIPING, ELECTRICAL COMPONENTS,

\h\h\h\hWITH VENTILATION, WITH PIECES OF MACHINERY,

\h\hWITH ALL THE THINGS THAT GO INSIDE THE SHIP.

Narrator: THESE MODULES ARE KNOWN AS SUPERLIFTS.

EACH ONE WEIGHS ANYWHERE \hFROM 80 TO 900 TONS--

AS MUCH AS A MEDIUM-SIZED HOUSE.

Butler: WE CAN BUILD \h\hSOME SUPERLIFTS

\h\h\hIN A MATTER OF TWO OR THREE MONTHS.

\hSOME SUPERLIFTS TAKE OVER A YEAR TO BUILD.

\hNarrator: THE LAST STEP IS TO MOVE THE SUPERLIFT INTO THE DOCK

AND TO JOIN IT WITH THE REST \h\h\h\hOF THE FORD’S BODY.

\h\h\h\h\h\h\h\hHummel: IT IS A WELL-CHOREOGRAPHED EXERCISE.

WE HAVE A PRETTY CRISP PLAN

OF HOW WE WANT TO PUT THAT TOGETHER.

SOME PEOPLE LIKE TO COMPARE IT \h\h\h\h\h\h\hTO LEGO BLOCKS.

♪

\hNarrator: TODAY, THE SHIPYARD PREPARES FOR A MILESTONE EVENT:

\hADDING THE 932-TON STERN, MADE UP OF OVER 30 MODULES.

IT’S TAKEN 80,000 MAN-HOURS \h\h\h\h\h\h\h\h\hTO BUILD.

Hummel: IT’S GOT A TREMENDOUS \hAMOUNT OF OUTFITTING IN IT.

IT’S GOT A STEERING GEAR ROOM,

\h\h\h\h\h\h\h\h\hIT’S GOT A POWER DISTRIBUTION ROOM,

QUITE A FEW TANKS, AND SOME \hSTOREROOMS IN IT AS WELL.

\hNarrator: TOMORROW, THIS MASSIVE STRUCTURE

WILL BE JOINED TO THE HULL.

\hONCE THE LIFT BEGINS, THERE’S NO TURNING BACK.

SHIPBUILDERS HAVE \hTO GET IT RIGHT.

Hummel: WHEN YOU ARE TALKING ABOUT SOMETHING THAT LARGE,

A SMALL ERROR CAN ACTUALLY TRANSLATE

INTO A SIGNIFICANT PROBLEM.

♪

Narrator: 2012.

IN NEWPORT NEWS, VIRGINIA,

\h\hSHIPBUILDERS ARE READY TO LIFT THE 932-TON STERN

\h\h\h\h\h\hONTO THE NAVY’S NEW AIRCRAFT CARRIER, THE USS FORD.

TO DO IT, THEY’LL USE A SPECIAL CRANE CALLED "BIG BLUE."

\h\hButler: TO US, THE BIG BLUE CRANE

IS AN ICON OF THE NORTH YARD.

EVERY CARRIER IN DRY DOCK 12 HAS USED THE BIG BLUE CRANE.

YOU CAN SEE IT FROM MILES AWAY.

\h\h\h\h\hNarrator: BIG BLUE IS WHAT’S KNOWN AS A GANTRY CRANE,

\h\h\h\h\hTHE LARGEST IN THE WESTERN HEMISPHERE.

TWO LEGS STRADDLE THE DRY DOCK.

EACH ONE IS SET ON A RAIL.

THE CRANE MOVES UP AND DOWN \h\h\h\h\hTHE SHIP’S LENGTH,

WITH THE PAYLOAD ATTACHED TO A CARRIAGE IN BETWEEN.

233 FEET TALL, BIG BLUE WEIGHS \h\h\hOVER 10 MILLION POUNDS.

Hummel: BIG BLUE WAS BUILT \h\h\h\h\hIN THE MID-’70s,

\hBUT BACK THEN, IT WAS REALLY ONLY A 900-TON CAPACITY CRANE.

WHEN WE DECIDED TO BUILD \h\h\h\hTHE FORD CLASS,

WE KNEW WE COULD TAKE ADVANTAGE

OF A LITTLE BIT MORE CAPACITY \h\h\h\h\h\h\h\hIN THAT CRANE.

THERE ARE THREE DIFFERENT \h\h\h\h\h\hHOISTS ON IT,

SO EACH HOIST HAS ABOUT \h\hA 350-TON CAPACITY,

\h\h\h\h\hAND WE’LL POSITION THOSE HOISTS ON A SUPERLIFT

TO PICK UP THE WEIGHT.

♪

\hNarrator: THE DAY OF THE LIFT, ENGINEERS CHECK UP ON THE STERN.

IT’S SECURED TO THE CRANE

AND SITTING ON 12 MASSIVE \h\h\h\h\hPIECES OF STEEL.

Hummel: TWO DAYS AGO, \h\hTHOSE STEEL SHORES

WEREN’T IN THAT PLACE.

WE LIFTED IT UP ACTUALLY \h\h\h\hTO THIS HEIGHT,

AND WE’VE INSTALLED \h\h\hTHOSE SHORES.

SO WHEN IT GOES TO THE SHIP

\h\h\h\h\hTHERE’LL BE LESS TIME ON THE CRANE TO FINAL POSITION.

[SIREN]

Narrator: HIGH ABOVE \h\h\hTHE SHIPYARD,

THE CRANE OPERATOR MOVES BIG BLUE INTO POSITION.

[SIREN]

DOZENS OF SHIPBUILDERS STAND BY IN CASE ANYTHING GOES WRONG.

Butler: THERE’S QUITE A FEW PEOPLE INVOLVED,

FOLKS OBSERVING TO MAKE SURE

THAT EVERYTHING IS GOING \hTHE WAY IT SHOULD GO.

IT’S A VERY CHOREOGRAPHED \h\h\h\h\h\h\h\hOPERATION,

NOTHING IS LEFT TO CHANCE.

♪

Hummel: ONE THING WE ABSOLUTELY PAY A LOT OF ATTENTION TO

IS MAKING SURE NOBODY \h\h\h\hGETS UNDER IT.

WE DON’T WANT ANYBODY THERE

\h\h\h\h\hIN THE CHANCE THAT SOMETHING BAD MIGHT HAPPEN.

♪

\h\hNarrator: THE LIFT TAKES JUST AN HOUR TO ACCOMPLISH.

NOW THE SHIP IS NEARLY \h\h\h\h50% COMPLETE.

Hummel: IT’S A GREAT SENSE \h\h\h\hOF ACCOMPLISHMENT.

YOU TAKE A LITTLE PRIDE IN WHAT YOU’VE ACCOMPLISHED AS A TEAM,

\h\hBECAUSE BUILDING AN AIRCRAFT CARRIER,

\hQUITE HONESTLY, IT’S A LONG GRIND.

\h\hNarrator: TWO YEARS AND 162 SUPERLIFTS MORE,

THE CARRIER IS READY \h\hFOR THE TOPPER.

THE 611-TON ISLAND IS A DESIGN LIKE NO OTHER CARRIER BEFORE.

♪

Narrator: ON ALL CARRIERS,

THE ISLAND IS THE COMMAND CENTER OF THE ENTIRE SHIP.

\h\h\h\hMan: CONTINUE, STAY ON COURSE 1-6-0.

Narrator: DOZENS OF SAILORS WORK ON ITS SEVEN LEVELS,

KEEPING TRACK OF NAVIGATION.

Man: DO WE HAVE ALL THE AIRCRAFT ACCOUNTED FOR?

Narrator: AND DIRECTING \h\h\h\hALL THE AIRCRAFT

THAT GIVE THE CARRIER ITS PUNCH.

[JETS ROARING]

\h\h\hHummel: THE ISLAND IS ESSENTIALLY A CONTROL TOWER,

SO THE BRIDGE IS THERE, SOME OF THE FLIGHT CONTROLS ARE THERE.

THERE’S A PLACE TO PUT MASTS \h\hAND RADARS AND ANTENNAS.

♪

Narrator: THE ISLAND IS \hAN INDISPENSABLE PART

OF TODAY’S CARRIER OPERATIONS.

\hBUT THE EARLIEST CARRIERS WERE CONVERTED CARGO SHIPS,

BATTLESHIPS, AND CRUISERS.

\hTHEY DIDN’T HAVE AN ISLAND AT ALL.

\h\h\h\h\h\h\hRentfrow: EARLY AIRCRAFT CARRIERS

WEREN’T NECESSARILY DESIGNED \h\hTO BE AIRCRAFT CARRIERS.

THEY ESSENTIALLY HAD \h\h\hA FLIGHT DECK

\h\hBUILT OVER THE TOP OF THE SUPERSTRUCTURE.

Narrator: THE DECKS PROVE

\hAN EFFECTIVE TAKEOFF AND LANDING PLATFORM.

BUT AVIATORS SOON REALIZE THAT \hMANAGING ALL THOSE AIRCRAFT

WILL BE A CHALLENGE.

Rentfrow: AN AIRCRAFT CARRIER \h\h\h\h\h\h\h\hIS ESSENTIALLY

AN AIR TRAFFIC CONTROL PATTERN

\h\h\hLIKE YOU WOULD HAVE AROUND A TOWER AT A CIVILIAN AIRFIELD,

AND CIVILIAN AIRFIELDS OBVIOUSLY HAVE TOWERS.

IF THERE IS NO ISLAND STRUCTURE ON THE AIRCRAFT CARRIER,

\h\hTHEN HOW ARE YOU MANAGING THE PLANES

THAT ARE FLYING AROUND THE SHIP?

Narrator: THE NEWLY DEVELOPED CARRIERS HAVE ANOTHER PROBLEM:

THE MAKESHIFT DECK OBSCURES \h\hNAVIGATORS’ SIGHTLINES,

FORCING THE SHIP TO SAIL BLIND.

\h\h\h\h\h\h\h\hRentfrow: THEY’RE HAVING TO LOOK OUT

FROM UNDERNEATH THE FLIGHT DECK

\h\h\hTO TRY TO DRIVE THE AIRCRAFT CARRIER.

\h\h\h\hSO THAT BRINGS ABOUT THE EVOLUTION OF THE ISLAND

AS A PART OF THE SHIP’S \h\h\h\hSUPERSTRUCTURE.

Narrator: EVERY U.S. CARRIER \h\h\h\h\hSINCE WORLD WAR II

HAS POSITIONED THE ISLAND \h\h\hIN THE SAME PLACE...

UNTIL NOW.

THE FORD’S ISLAND \hIS HALF THE SIZE

OF THE NIMITZ-CLASS CARRIERS,

\h\hAND FURTHER TOWARD THE BACK OF THE SHIP.

McGrath: WHEN YOU LOOK AT FORD \h\h\h\h\hNEXT TO THE NIMITZ,

A PERSON WHO’S NOT FAMILIAR \h\h\hWITH AIRCRAFT CARRIERS

\hWOULD IMMEDIATELY SEE THE DIFFERENCE.

\h\hNarrator: THE DIFFERENCE IS A HALF AN ACRE MORE FLIGHT DECK

IN FRONT OF THE ISLAND.

NO SMALL MEASURE WHEN IT’S THE ONLY AIRFIELD

FOR HUNDREDS OF MILES AROUND.

\h\hJamie Roman: IT MEANS MORE SORTIES FOR AIRCRAFT.

\h33% INCREASE IN SORTIES AND A QUICKER TURNAROUND FOR AIRCRAFT

TO GET AIRCRAFT OFF THE SHIP \hAND TO DO THEIR MISSIONS.

\h\h\h\h\h\h\h\hNarrator: WITH THE ISLAND INSTALLED,

THE FORD’S STRUCTURE \h\hIS 96% COMPLETE.

AND THE STEEL HAS BEEN CUT

FOR THE SECOND OF THE THREE \h\h\h\h\hFORD-CLASS SHIPS,

THE USS KENNEDY.

BUT IN WASHINGTON, CONGRESS BEGINS TO TAKE A CLOSER LOOK

AT THE PROGRAM.

THE FORD IS $1 BILLION \h\h\h\h\hOVER BUDGET,

WITH COSTS SPINNING \h\hOUT OF CONTROL.

\hJohn McCain: I NEED TO UNDERSTAND WHY THE NAVY

HAS BEEN UNABLE TO CONTROL COSTS ON THIS PROGRAM.

I’M ALSO RELUCTANT TO SUPPORT \h\h\h\h\h\hADDITIONAL FUNDING

FOR THE SECOND CARRIER, CVN-79,

\h\h\hUNTIL THE NAVY AND THE SHIPBUILDER

GET FORD-CLASS CARRIER COSTS \h\h\h\h\h\h\hUNDER CONTROL.

\hNarrator: CONGRESS ISN’T THE ONLY ONE WITH CONCERN.

AT THE UNITED STATES \h\h\hNAVAL ACADEMY,

\h\h\hEXPERTS WONDER IF THEY’RE BUILDING

THE WRONG KIND OF SHIPS.

Jerry Hendrix: I TAKE SECOND PLACE TO NO ONE

IN MY RESPECT AND APPRECIATION \h\h\hFOR THE AIRCRAFT CARRIER

AND ITS ROLE IN THE SUCCESS \hOF THE UNITED STATES NAVY

OVER THE PAST 70 YEARS.

\h\h\hHOWEVER, IN BOTH TERMS OF EFFICIENCY AND EFFICACY,

THEIR DAY IS COMING TO AN END.

♪

Narrator: WHILE AMERICA \hBETS ON ITS CARRIERS,

\h\h\hOTHER COUNTRIES INVEST IN WEAPONS TO TAKE THEM OUT.

THE DEADLIEST IS

\hTHE DONG FENG-21 ANTI-SHIP MISSILE.

\h\h\hIT FLIES OVER 1,000 MILES AT 10 TIMES THE SPEED OF SOUND.

IN JUST MINUTES, A CARRIER

AND OVER $3 BILLION \hWORTH OF AIRCRAFT

COULD EASILY BE DESTROYED.

\h\h\h\hMcGrath: CRITICS OF THE AIRCRAFT CARRIER BELIEVE

\hTHAT BECAUSE THERE ARE SO MANY WEAPONS SYSTEMS

THAT ARE BECOMING OPTIMIZED \h\h\h\h\hTO GO AFTER THEM,

THE AIRCRAFT CARRIER \h\h\h\hIS OBSOLETE.

\hNarrator: IT’S UP TO THE UNITED STATES NAVY

\hAND THE SHIPBUILDERS AT HUNTINGTON INGALLS

TO PROVE THEM WRONG.

2012.

\h\h\hTHE NAVY’S NEW CLASS OF SUPERCARRIERS IS UNDER SIEGE.

CRITICS WONDER IF THE RETURN ON THE COUNTRY’S INVESTMENT

\h\h\hWILL BE WORTH THE SPIRALING COSTS.

McGrath: THEY BELIEVE THAT THE NAVY WAS NOT PREPARING

\h\h\h\hFOR MODERN WAR BY CONTINUING TO BUILD

\h\h\h\h\hLARGE, EXPENSIVE NUCLEAR AIRCRAFT CARRIERS.

\hNarrator: AT THE PENTAGON, CARRIER ADVOCATES FIRE BACK,

CLAIMING THAT CRITICS AREN’T \hSEEING THE WHOLE PICTURE.

Rentfrow: AS THEY CONTINUE \h\h\h\h\h\h\h\hTO DEVELOP

BETTER OFFENSIVE CAPABILITIES \h\h\h\h\h\h\h\h\hAGAINST US,

WE CONTINUE TO DEVELOP

BETTER DEFENSIVE CAPABILITIES \h\h\h\h\h\h\h\hAGAINST THEM.

Narrator: THE FORD COMES WITH TWO KINDS MISSILES:

[WHOOSH]

\h\hEACH CAN TAKE OUT AN ENEMY MISSILE OR AIRCRAFT WITH EASE.

[WHOOSH]

\h\h\hIF THE ENEMY GETS PAST THE FORD’S FIRST ROUND OF MUNITION,

IT MUST FACE THE CARRIER’S

CLOSE-IN WEAPONS SYSTEM, \h\h\h\h\h\h\hOR CWIS...

[ROARING]

SPITTING 4,500 ARMOR-PIERCING \h\h\h\h\h\hBULLETS A MINUTE.

♪

\hTOMORROW’S DEFENSES ARE EVEN MORE DEADLY.

THE NAVY IS DEVELOPING A WEAPON

\h\hTHAT COMBINES SIX HIGH-INTENSITY LASERS

INTO ONE POWERFUL \hBEAM OF ENERGY.

IT CAN FRY A BOAT’S SENSORS...

[BANG]

[BOOM]

DETONATE ONBOARD EXPLOSIVES...

[BOOM]

OR DESTROY AN UNMANNED AIRCRAFT IN UNDER TWO SECONDS.

♪

AND THEN THERE’S THE RAIL GUN...

\h\hREPLACING GUNPOWDER WITH ELECTROMAGNETIC PROPULSION.

ITS PROJECTILES FLY...

[BOOM]

MORE THAN SIX TIMES THE SPEED OF SOUND.

\hMcGrath: PUTTING ONE ON AN AIRCRAFT CARRIER

OR PUTTING SEVERAL ON \hAN AIRCRAFT CARRIER

\hTO ME IS A NO-BRAINER WHEN THEY’RE READY FOR THE FLEET.

Narrator: WHILE CONGRESS DEBATES THE CARRIER’S MERIT,

\hSHIPBUILDERS KEEP THEIR HEADS DOWN AND WORK HARD.

THEY KNOW THAT THE BEST WAY \h\h\hTO BEAT THEIR CRITICS

IS TO FINALLY FINISH THE SHIP.

\hHummel: WHILE THERE MAY HAVE BEEN A FEW PEOPLE WITH DOUBTS,

WE’RE UP TO THE CHALLENGE, \h\h\hWE LIKE A CHALLENGE.

WE KNEW GOING INTO THIS

IT WAS GOING TO BE A DIFFICULT SHIP.

\h\hMcGrath: THERE IS NOBODY INVOLVED IN THE CONSTRUCTION

\h\h\h\h\h\hOF THE USS FORD WHO COMES TO WORK AND SAYS,

"HOW CAN I FAIL TODAY?"

\h\h\hTHEY ARE COMING TO WORK TRYING TO BUILD THE BEST SHIP

\hTHAT THEY POSSIBLY CAN, AND IT’S JUST A HARD THING TO DO.

Narrator: IN OCTOBER 2013,

CONSTRUCTION REACHES \hA MAJOR MILESTONE:

THE DRY DOCK FLOODING.

PRESIDENT FORD’S DAUGHTER, \h\h\h\hSUSAN FORD BALES,

HELPS MAKE THE FINAL INSPECTION,

\h\h\hTHEN OPENS THE VALVES THAT WILL FLOOD DRY DOCK 12

\hWITH 100 MILLION GALLONS OF WATER.

♪

IN JUST UNDER A DAY,

THE FIRST OF THE NAVY’S \hNEW CLASS OF CARRIERS

\h\h\hWILL FLOAT FOR THE VERY FIRST TIME.

A MONTH LATER, THE CHRISTENING.

Susan Ford Bales: I CHRISTEN

THE UNITED STATES SHIP \h\h\hGERALD R. FORD.

MAY GOD BLESS THIS SHIP \hAND ALL WHO SAIL HER.

[CHEERING]

Butler: ANYTIME YOU BREAK \h\h\hA BOTTLE ON A SHIP,

IT IS A GREAT FEELING.

\h\hBECAUSE YOU KNOW THAT THAT SHIP IS GETTING READY

TO GO INTO THE WATER FOR ITS FIRST TIME,

\hAND YOU KNOW THAT YOU HAD A BIG PART TO PLAY IN THAT.

Narrator: THE FORD MOVES TO ANOTHER PART OF THE SHIPYARD

FOR THE FINAL STAGE OF TESTING.

BUT DELIVERY IS STILL \h\h\hA LONG WAY OFF.

McGrath: ACCEPTING DELIVERY \h\hOF THE SHIP IS DIFFERENT

THAN IT BEING OPERATIONALLY \h\h\h\h\hREADY FOR COMBAT.

THERE’S A LENGTHY PROCESS \hBETWEEN THOSE TWO TIMES.

THERE ARE SEVERAL YEARS \hBETWEEN NOW AND THEN.

Narrator: THE CARRIER NOW FACES ITS BIGGEST OBSTACLE YET:

\h\h\hINCORPORATING ITS NEW TECHNOLOGY.

McGrath: THE TWO TECHNOLOGIES \h\h\h\h\h\h\h\h\hON THE FORD

THAT GET THE MOST DISCUSSION

\h\h\h\hARE THE CATAPULT AND THE ARRESTING GEAR,

THE ADVANCED ARRESTING \h\h\h\h\hGEAR SYSTEM.

Narrator: IF THESE DON’T WORK,

THE FORD WON’T BE ABLE \h\h\h\hTO DO ITS JOB.

AN AIRCRAFT CARRIER EXISTS \hFOR ONE PRIMARY REASON.

[JETS ROARING]

TO DELIVER AMERICAN WARPLANES \h\h\h\hALL AROUND THE GLOBE.

♪

A 97,000-TON NIMITZ-CLASS SHIP

CAN TRAVEL HUNDREDS \h\hOF MILES A DAY.

SO GETTING THE AIRCRAFT \h\h\h\h\hSOMEWHERE FAST

ISN’T A CHALLENGE.

THE HARD PART IS GETTING THEM \h\h\h\h\hON AND OFF THE SHIP.

Rentfrow: TYPICALLY A RUNWAY \h\h\hTHAT WILL ACCOMMODATE

\h\h\hJET AIRCRAFT IS 10,000 FEET OR LONGER.

BUT WE DON’T HAVE 10,000-FOOT RUNWAYS ON AIRCRAFT CARRIERS.

OUR RUNWAY IS 1,089 FEET LONG,

\h\h\hAND SO YOU HAVE TO HAVE SOME SORT OF ARTIFICIAL MEANS

OF GETTING THE AIRPLANE TO GO \h\h\hFROM ZERO MILES AN HOUR

\hTO SOMETHING ON THE ORDER OF 170 TO 180 MILES AN HOUR

TO SUSTAIN FLIGHT.

SO THAT, OF COURSE, \h\hIS THE CATAPULT.

Narrator: EARLY NAVAL AIRCRAFT \h\h\h\h\h\h\h\h\hWERE SMALL,

AND THEIR BOMB LOADS LIGHT.

THEY COULD LAUNCH \hFROM THE CARRIER

USING JUST THEIR OWN POWER.

Rentfrow: IF YOU LOOK AT OLD WORLD WAR II FOOTAGE

OF AN AIRPLANE TAKING OFF,

A LOT OF TIMES WHAT YOU SEE IS WHAT WE CALL A DECK RUN.

\h\h\h\h\h\h\hIT’S SIMPLY, IT’S RUNNING DOWN THE DECK

AND TAKING OFF LIKE IT WOULD \h\h\h\h\h\hIN AN AIRFIELD,

\h\hEXCEPT IT’S DOING IT ON AN AIRCRAFT CARRIER.

\h\h\h\h\h\h\hIN GENERAL, THEY WEREN’T REALLY USING

CATAPULT-ASSISTED TAKEOFFS.

\hNarrator: IN THE 1950s, NAVAL AIRCRAFT GET BIGGER AND HEAVIER.

THEY ALSO CARRY MORE BOMBS.

Rentfrow: THE POST-WORLD WAR II STORY OF AIRCRAFT CARRIERS

IS ALL ABOUT THE ABILITY

\h\h\hTO PRODUCE MORE COMBAT STRIKING POWER.

AND SO YOU HAVE TO HAVE WAYS

TO GET THESE AIRPLANES \h\h\h\hOFF THE DECK,

AND SO THIS REALLY LEADS \h\h\hTO THE DEVELOPMENT

OF THE STEAM CATAPULT \h\h\h\hIN THE 1950s.

[JETS ROARING]

Narrator: EVERY U.S. CARRIER \h\h\h\h\h\h\h\h\hSINCE 1955

HAS RELIED ON STEAM CATAPULTS \h\hTO GET AIRCRAFT AIRBORNE.

♪

BUT STEAM POWER COMES AT A COST.

THE CATAPULT, OR CAT SHOT, \h\h\hIS A VIOLENT EVENT.

\h\h\hTHE PILOT AND THE AIRFRAME GO FROM 0 TO 180 MILES PER HOUR

IN JUST THREE SECONDS.

[ROARING]

McGrath: THE LAUNCHING \h\h\h\hOF AN AIRCRAFT

CAUSES A GREAT DEAL OF SHOCK \h\h\h\h\h\hTO THAT AIRCRAFT

AND TO THE SYSTEMS ON IT.

OVER TIME, THAT SHOCK \h\h\hCAUSES FAILURES,

THOSE FAILURES COST MONEY TO FIX

AND MEAN LOST OPERATIONAL \h\h\h\h\h\hAVAILABILITY.

\hRentfrow: THERE ARE TONS AND TONS AND TONS OF MOVING PARTS,

\h\h\h\hSO IT IS VERY MAINTENANCE INTENSIVE

AND VERY PEOPLE INTENSIVE.

IT TAKES A LOT OF PEOPLE WORKING UNDERNEATH THE FLIGHT DECK

\h\hOF THE AIRCRAFT CARRIER TO OPERATE A STEAM CATAPULT.

Narrator: THE OTHER PROBLEM:

\h\hSTEAM CATAPULTS CAN’T BE FINE-TUNED

TO LAUNCH THE LIGHTER AIRCRAFT \h\hTHE NAVY WANTS TO DEVELOP.

\h\h\h\hMcGrath: THESE ARE UNMANNED COMBAT VEHICLES,

\hUNMANNED REFUELING VEHICLES, UNMANNED SURVEILLANCE VEHICLES

THAT YOU COULD, NUMBER ONE, \h\h\hHAVE FAR MORE OF THEM

\hBECAUSE THEY’D BE SMALLER AND LIGHTER.

THIS CARRIER HAS TO ACCOMMODATE A NAVY ARCHITECTURE

THAT IS BEING GERMINATED IN SOME 12-YEAR-OLD’S MIND RIGHT NOW.

AND WHEN THAT 12-YEAR-OLD \h\h\h\h\hGOES OFF TO WORK

\h\h\hIN THE AMERICAN AERODYNAMICS INDUSTRY

AND COMES UP WITH SOMETHING

WE WANT TO SHOOT OFF AN AIRCRAFT CARRIER,

WE WANT TO BE ABLE TO HAVE A SYSTEM THAT CAN DO THAT.

\hNarrator: THE FORD FEATURES THE FIRST NEW CATAPULT DESIGN

IN 50 YEARS.

IT’S CALLED THE ELECTROMAGNETIC AIRCRAFT LAUNCH SYSTEM,

OR EMALS FOR SHORT.

IT DOESN’T USE STEAM; \hIT USES ELECTRICITY.

\h\hTHE EMALS SYSTEM IS MADE UP OF TWO LONG STATIONARY BEAMS...

AND A CARRIAGE THAT HOOKS UP \h\h\h\h\h\hTO THE AIRCRAFT.

THE BEAMS ARE MADE UP \h\hOF ELECTRIC COILS.

WHEN ENERGIZED, THEY CREATE \h\hAN ELECTROMAGNETIC FORCE

THAT PROPELS THE CARRIAGE \h\h\h\h\hDOWN THE TRACK,

\h\hPULLING THE AIRCRAFT ALONG AND LAUNCHING IT OFF THE DECK.

Jeremy Stoecklein: THE OPPOSING FORWARDS COME TOGETHER

AND PUSH AWAY.

\h\hAND WHAT’S EVER IN THE MIDDLE THEN,

\hIS DRUG AND PUSHED AT A CONTROLLED PACE

DOWN, DOWN THE FLIGHT DECK.

\h\hNarrator: BY THE TIME THE FORD IS COMMISSIONED,

THE NAVY HAS BEEN TESTING EMALS ON LAND FOR ALMOST FOUR YEARS.

♪

\h\h\h\h\h\h\hFIRST UP: AN F/A-18E SUPERHORNET,

NAVAL AVIATION’S GO-TO JET.

♪

NEXT UP: A 60,000-POUND \h\h\h\hC-2A GREYHOUND.

♪

LAST: THE NAVY’S NEW \hF-35 LIGHTNING II.

\hTHE LAUNCH GIVES HOPE THAT THE NEW TECHNOLOGY

ISN’T JUST A FLASH IN THE PAN.

♪

THE OPTIMISM IS SHORT-LIVED.

IN 2014, THE NAVY REVEALS

\h\h\h\h\h\hTHAT ALMOST 10% OF ITS LAUNCHES HAVE FAILED,

PUTTING THE ENTIRE \hPROGRAM AT RISK.

Hummel: A SHIP THAT CAN’T LAUNCH OR RECOVER AIRPLANES,

\h\h\hTHAT’S NOT GOOD FOR US; THAT’S NOT GOOD FOR THE NAVY.

Rentfrow: IF THE ELECTROMAGNETIC CATAPULTS DON’T WORK,

THEN THE GERALD R. FORD \hOBVIOUSLY WON’T WORK.

IT CAN’T LAUNCH ITS AIRCRAFT.

♪

Narrator: 2014.

NEWPORT NEWS, VIRGINIA.

THE NAVY’S NEW $14 BILLION \h\hCARRIER HAS A PROBLEM:

IT CAN’T LAUNCH AIRCRAFT \h\h\h\h\hOFF THE SHIP.

♪

SHIPBUILDERS WORK ON A SOLUTION,

INSISTING THAT DELAYS ARE \hJUST PAR FOR THE COURSE.

\hButler: THE FORD CLASS IS PROBABLY UNIQUE IN THE FACT

THAT THE DECISION WAS MADE EARLY ON

TO PUT A LOT OF TECHNOLOGY \hON THE FIRST PROTOTYPE.

ANYTIME YOU DO THAT, YOU EXPECT GOING IN

THAT THERE’S GOING TO BE SOME, \hSOME ISSUES TO WORK THROUGH.

Narrator: ANOTHER ISSUE:

THE FORD’S NEW LANDING SYSTEM \h\h\h\hISN’T WORKING EITHER.

Rentfrow: AIRCRAFT CARRIERS \h\h\h\h\h\h\hARE ALL ABOUT

THE ABILITY TO GENERATE SORTIES.

\h\h\hHOW MANY MISSIONS CAN YOU LAUNCH AND LAND

DURING ONE 24-HOUR PERIOD

IS THE BREAD AND BUTTER OF WHAT A CARRIER DOES.

♪

Narrator: LANDING ON A CARRIER \hIS ONE OF THE HARDEST THINGS

A NAVY PILOT WILL EVER DO.

♪

\h\hRentfrow: THE FIELD THAT YOU’RE LANDING ON IS MOVING,

AND NOT ONLY IS IT MOVING,

BUT IT’S ACTUALLY MOVING ABOUT \h\h15 DEGREES TO YOUR RIGHT,

AWAY FROM WHERE YOU’RE \h\hTRYING TO LAND IT.

THE PILOT IS CONSTANTLY \h\h\hHAVING TO CORRECT

A LITTLE BIT TO THE RIGHT \hAS THEY’RE COMING DOWN.

♪

\h\h\h\h\hNarrator: FROM ALMOST THE BEGINNING OF NAVAL AVIATION,

AIRCRAFT WERE DESIGNED TO CATCH A WIRE STRUNG ACROSS THE DECK.

\h\h\h\h\h\h\hRentfrow: THE VERY EARLIEST CABLES

\h\h\hWERE ACTUALLY ROPES SUSPENDED BETWEEN SANDBAGS

THAT CAUGHT BIPLANES THAT \hWERE ATTEMPTING TO LAND.

AND FROM THERE, THEY THEN \h\hDEVELOPED THE CONCEPT

\hOF ARRESTING CABLES THAT ARE ACTUALLY BUILT INTO THE SHIP.

Narrator: ARRESTING WIRES TODAY HAVE TO HELP STOP AN AIRCRAFT

\h\hLANDING AT OVER 150 MILES PER HOUR.

AS HIS PLANE TOUCHES DOWN, THE PILOT USES A TAILHOOK

TO CATCH ONE OF THE THREE \h\h\h\h\hARRESTING WIRES

STRUNG ACROSS THE LANDING AREA \h\h\h\h\hON THE FLIGHT DECK.

WHEN THE TAILHOOK SNAGS \h\h\hAN ARRESTING WIRE,

IT PULLS THE WIRE OUT.

EACH END OF THE WIRE IS ATTACHED TO A HYDRAULIC CYLINDER

JUST BELOW THE FLIGHT DECK.

THE CYLINDER SYSTEM \hABSORBS THE ENERGY

AND SLOWS THE AIRCRAFT UNTIL IT REACHES A COMPLETE STOP.

IT’S A RELIABLE SYSTEM,

BUT THE JOLT IS HARD \h\hON THE AIRFRAME.

A NAVY F/A-18 HORNET \hLANDING ON A SHIP

LASTS ONLY A QUARTER AS LONG \hAS ONE DESIGNED FOR LAND.

McGrath: THERE HAVE BEEN INCREMENTAL IMPROVEMENTS

TO THE HYDRAULICS AND THE MECHANICS

OF THE ARRESTING GEAR OVER TIME,

BUT PEOPLE HAD NOT THOUGHT ABOUT

\h\h\h\h\h\hAPPLYING OTHER PHYSICS PRINCIPLES TO IT.

\h\hOR IF THEY HAD, THEY THOUGHT IT WAS PROHIBITIVELY EXPENSIVE.

AND THEN SOME WONDERFUL COMPANY DECIDED

THEY WERE GOING TO DEVELOP A DIFFERENT WAY TO DO IT,

\h\h\h\h\hAND SO NOW WE HAVE THE ADVANCED ARRESTING GEAR.

Narrator: THE FLIGHT DECK LOOKS THE SAME AS BEFORE.

\h\hDECK CREW AND AVIATORS WON’T SEE THE DIFFERENCE.

\h\h\h\h\h\h\h\hHummel: AAG, OR ADVANCED ARRESTING GEAR,

STILL HAS THE WIRES GOING \h\hACROSS THE FLIGHT DECK

THAT CATCH THE TAILHOOK \h\h\h\hON THE AIRPLANE,

BUT WHAT’S UNDER THE DECK IS SIGNIFICANTLY DIFFERENT

FROM A NIMITZ CLASS.

Narrator: ON AAG, THE ARRESTING CABLES ARE ATTACHED TO TWO DRUMS

BENEATH THE FLIGHT DECK.

AS THE CABLES PULL AWAY \h\h\h\hFROM THE DRUMS,

\hTHEY’RE SLOWED BY RESISTANCE FROM AN ELECTROMAGNETIC MOTOR

AND ENERGY-ABSORBING \h\h\hWATER BRAKES.

THE SYSTEM ADJUSTS AUTOMATICALLY

\h\h\hTO ACCOMMODATE AIRCRAFT OF VARYING WEIGHTS AND SPEEDS.

Hummel: THE MAXIMUM FORCE OR DECELERATION OR G-FORCE

\h\hIS INTENDED TO BE LOWER WITH THE NEW ARRESTING GEAR

\h\h\h\h\hAS COMPARED TO THE OLD ARRESTING GEAR.

AND WHAT THAT DOES IS REDUCES STRESS

AND WEAR AND TEAR \hON THE AIRFRAME,

SO THE PLANE LASTS LONGER.

Narrator: THE NEW TECHNOLOGY \h\h\hLOOKS GREAT ON PAPER,

BUT PROVES ANOTHER \h\hCOSTLY GAMBLE.

\h\h\hBY 2015, DEVELOPMENT COSTS FOR THE ADVANCED ARRESTING GEAR

\h\h\h\h\h\hHAVE GROWN TO ALMOST $1 BILLION--

SIX TIMES THE ORIGINAL COST.

\h\hTHE NAVY KNOWS IT NEEDS A BIG WIN

\h\hTO PROVE THAT AT LEAST SOME OF THE FORD’S TECHNOLOGY WORKS.

IN JUNE 2015, THEY PLAN TO GIVE THE MEDIA AN UP-CLOSE LOOK

AT THE CATAPULT SYSTEM,

\h\hCONFIDENT THAT THE NEW TECHNOLOGY

IS FINALLY GOOD TO GO.

♪

\hTODAY, THEY’LL SHOOT A LARGE STEEL VESSEL CALLED A DEADLOAD

OFF THE CARRIER’S BOW.

THE DEADLOAD WEIGHS \h\h\h15,000 POUNDS,

ABOUT A THIRD AS MUCH \h\hAS A LOADED F-18.

Hummel: WE USE DEADLOADS THAT \h\hSIMULATE AIRPLANE WEIGHT,

SO WE KNOW THAT IT CAN LAUNCH IT AT THE RIGHT VELOCITY

\h\h\hAND DO ALL THE THINGS IT’S SUPPOSED TO DO, AND DO IT RIGHT.

Narrator: IF THE LAUNCH WORKS,

\h\hIT’S A MAJOR BOOST FOR THE MUCH-MALIGNED PROGRAM.

IF IT DOESN’T, IT’S YET ANOTHER SETBACK FOR THE NAVY’S NEW SHIP.

Hummel: IN THE UNEXPECTED EVENT THAT SOMETHING WOULD GO WRONG,

\hTHAT’S SOMETHING THAT WE’D HAVE TO DEAL WITH.

WE HAVE TO MAKE SURE \h\hWE GET IT RIGHT.

Narrator: JUNE 2015.

NEWPORT NEWS, VIRGINIA.

NAVY CREWS PREPARE TO LAUNCH \h\h\h\h\h\hA WEIGHTED SLED

FROM ONE OF THE USS FORD’S \h\h\hHIGH-TECH CATAPULTS,

\h\h\hHOPING TO DEMONSTRATE THAT THE EMBATTLED NEW LAUNCH SYSTEM

IS FINALLY UP TO SNUFF.

SUSAN FORD BALES, DAUGHTER OF THE CARRIER’S NAMESAKE,

GIVES THE SIGNAL.

THE SLED FLIES 300 FEET DOWN THE CATAPULT TRACK

AT ABOUT 160 MILES PER HOUR...

AND SHOOTS INTO THE JAMES RIVER.

Hummel: IT PROVED THAT EMALS \h\h\h\h\h\hWAS SUCCESSFUL,

AND THAT THAT PART OF THE SHIP

WAS GOING TO BE READY \h\h\h\hTO GO TO SEA.

AND THAT WAS INDEED A GREAT DAY FOR MANY SHIPBUILDERS.

Butler: WHAT WE’VE SEEN \h\h\h\h\h\hIN THE EMALS

IS NOW WE HAVE BUILT \h\hTHE TECHNOLOGY,

DEVELOPED THE TECHNOLOGY, INSTALLED THE TECHNOLOGY,

WE’VE PROVEN THAT THAT CAN BE DONE.

\hNarrator: A YEAR LATER, THE FORD’S ARRESTING GEAR

\h\h\h\hSEEMS TO BE ON THE RIGHT TRACK, TOO.

BY 2016, AN F/A-18E SUPER HORNET IS ABLE TO LAND 12 TIMES A DAY.

Hummel: IT JUST PROVED WHAT WE ALREADY KNEW;

WE KNEW IT WAS GOING TO WORK.

\h\h\hACTUALLY LANDING THE PLANE ON THE DECK

PROVES THE SHIP’S READY TO GO, \h\h\hAND WE’RE PROUD OF THAT.

Narrator: IN JUNE 2017,

THE NAVY IS CONFIDENT IN THE NEW TECHNOLOGY,

AND READY TO WELCOME THE SHIP \h\h\h\h\h\h\hINTO ITS FLEET.

THE USS GERALD R. FORD

\h\hBECOMES AMERICA’S 11th WORKING CARRIER,

AND THE FIRST OF THREE IN A BRAND NEW CLASS.

John Richardson: IT’S DEFINITELY A DAY OF CELEBRATION

FOR THE CAPTAIN AND THE CREW \h\h\hOF THE GERALD R. FORD,

WHO FROM THIS DAY FORWARD

\hWILL NOW NO LONGER BE A SHIPBUILDING PROJECT,

BUT WILL BE A WARSHIP \h\h\h\h\hAND A CREW.

[APPLAUSE]

Hummel: DELIVERING THAT SHIP WAS A GREAT ACCOMPLISHMENT.

\h\hBLOOD, SWEAT AND TEARS FOR YEARS WENT INTO THAT.

IT’S THE HARDEST THING YOU’LL \h\hEVER DO AS A SHIPBUILDER.

♪

Narrator: FOR THE NEXT \h\h\h\h\hTHREE YEARS,

THE FORD’S CREW MUST \hPAINSTAKINGLY TEST

\h\h\hEVERY SINGLE SYSTEM ON EACH PART OF THE SHIP.

Hummel: IT’S IMPORTANT TO DO \hTHOSE TESTS AFTER DELIVERY

TO PROVE TO THE NATION

THAT SHE’S READY TO GO TO SEA \h\h\h\h\h\h\hAND BE DEPLOYED.

♪

McGrath: WHEN THE SHIP DEPLOYS,

IT WILL DEPLOY AS A MONSTROUSLY EFFECTIVE AND CAPABLE SHIP.

♪

Narrator: BACK AT THE SHIPYARD,

THE SECOND FORD-CLASS SHIP \h\h\h\h\hIS 50% COMPLETE:

THE USS KENNEDY.

Hummel: WE HAD ALREADY BEEN

THROUGH THOSE EARLY PHASES \h\h\h\h\h\h\h\h\hOF FORD,

\h\hSO AS WE STARTED BUILDING KENNEDY IN THOSE EARLY PHASES,

\h\h\hALL THOSE LESSONS WERE BEING INCORPORATED

ON THE KENNEDY ITSELF.

Butler: WE’RE GOING TO DELIVER \h\h\hKENNEDY IN JUNE OF 2022.

IT SEEMS LIKE A LONG TIME, \h\h\h\h\h\h\h\hAND IT IS.

BUT TO US, IT’S WHAT \h\hWE DO EVERY DAY.

♪

Narrator: CONGRESS HAS ORDERED \h\h\hTHREE MORE NEW CARRIERS

AT A COST OF OVER $42 BILLION.

\h\h\h\hBUT THE USS FORD WILL ALWAYS BE THE SHIP

THAT CHANGED THE FACE \h\h\hOF NAVAL WARFARE

\h\hAND BROUGHT IT INTO THE 21st CENTURY FIGHT.

[JETS ROARING]

IT’S THE CARRIER THAT PROVED \h\h\h\hAMERICA’S INGENUITY,

\hAND THE NAVY’S DETERMINATION TO BRING THE BEST INTO BATTLE.

♪

McGrath: WE ALWAYS FIGURE \h\h\h\hTHESE THINGS OUT.

IT TAKES TIME, TAKES MONEY, BUT I’M NOT READY TO BELIEVE

THAT WE NEED TO GIVE UP \hON DOING HARD THINGS.

Narrator: THE USS FORD TOOK ON \h\h\h\h\hITS CRITICS AND WON.

NOW IT’S READY TO TAKE ON THE WORLD.

♪