Key Points and Summary – The U.S. Navy’s Ford-class supercarriers, including the USS Gerald R. Ford, were plagued by significant delays and cost overruns due to a “unrealistic” acquisition strategy.
-The core problem was the decision to build the ship while 23 of its new, critical technologies were still immature.
(July 28, 2017) An F/A-18F Super Hornet assigned to Air Test and Evaluation Squadron (VX) 23 approaches the aircraft carrier USS Gerald R. Ford (CVN 78) for an arrested landing. The aircraft carrier is underway conducting test and evaluation operations.(U.S. Navy photo by Erik Hildebrandt/Released) 170728-N-UZ648-161
What Are The Issues With The Ford-class Carriers?
The Gerald R. Ford-class of aircraft carriers is the US Navy’s replacement for the Nimitz-class supercarriers.
The US relies on its carrier strike groups for global power projection.
China also believes in the power of the carrier, as it is building new carriers to project its seapower.
The first four ships in the Gerald R. Ford class are the USS Gerald R. Ford (CVN-78), USS John F. Kennedy (CVN-79), USS Enterprise (CVN-80), and USS Doris Miller (CVN-81).
However, like the Nimitz-class, the Ford-class carriers have plenty of issues.
State of the Art Problem Child?
Problems with Ford-class reactors have included significant integration issues and cost overruns due to the integration of new, complex systems.
Specific technical challenges with the Ford-class carrier aircraft include reliability and maintenance issues with its new electromagnetic systems, specifically the Electromagnetic Aircraft Launch System (EMALS) and Advanced Arresting Gear (AAG), which have delayed operational readiness and sortie generation rates.
A joint team consisting of F-35 Patuxent River Integrated Test Force flight test members, U.S. Sailors and Marines, and the crew of the Japan Maritime Self-Defense Force Izumo-class multi-functional destroyer JS Kaga (DDH-184) are executing developmental sea trials in the eastern Pacific Ocean to gather the necessary data to certify F-35B Lightning II short takeoff and vertical landing aircraft operations. While aboard the MSDF’s largest ship, the Pax ITF flight test team has been gathering compatibility data for analysis in order to make recommendations for future F-35B operational envelopes, further enhancing the Japanese navy’s capabilities. The results of the testing will contribute to improved interoperability between Japan and the United States, strengthening the deterrence and response capabilities of the Japan-U.S. alliance and contributing to peace and stability in the Indo-Pacific region. Japan is an F-35 Joint Program Office foreign military sales customer planning to purchase 42 F-35Bs. The F-35 Joint Program Office continues to develop, produce, and sustain the F-35 Air System to fulfill its mandate to deliver a capable, available, and affordable air system with fifth-generation capabilities.
A joint team consisting of F-35 Patuxent River Integrated Test Force flight test members, U.S. Sailors and Marines, and the crew of the Japan Maritime Self-Defense Force Izumo-class multi-functional destroyer JS Kaga (DDH-184) are executing developmental sea trials in the eastern Pacific Ocean to gather the necessary data to certify F-35B Lightning II short takeoff and vertical landing aircraft operations. While aboard the MSDF’s largest ship, the Pax ITF flight test team has been gathering compatibility data for analysis in order to make recommendations for future F-35B operational envelopes, further enhancing the Japanese navy’s capabilities. The results of the testing will contribute to improved interoperability between Japan and the United States, strengthening the deterrence and response capabilities of the Japan-U.S. alliance and contributing to peace and stability in the Indo-Pacific region. Japan is an F-35 Joint Program Office foreign military sales customer planning to purchase 42 F-35Bs. The F-35 Joint Program Office continues to develop, produce, and sustain the F-35 Air System to fulfill its mandate to deliver a capable, available, and affordable air system with fifth-generation capabilities.
Other significant challenges include complex, often-failing Advanced Weapons Elevators (AWE), production delays caused by technology integration and a shortage of skilled labor, and the complexity of integrating numerous new technologies simultaneously.
Electromagnetic Systems (EMALS and AAG)
Ford-class carriers offer significant advancements over Nimitz-class carriers, including an all-electric power system and electromagnetic aircraft launch systems (EMALS) for more efficient flight operations, a more automated design that reduces crew size and maintenance needs, and advanced defensive systems such as radar and the ability to integrate future technologies.
The Electromagnetic Aircraft Launch System (EMALS) is more efficient, smaller, lighter, more powerful, and easier to control.
Increased control means that EMALS will be able to launch both heavier and lighter aircraft than the steam catapult.
Additionally, using controlled force will reduce stress on the airframe, resulting in less maintenance and a longer lifespan.
The power limitations for the Nimitz class make the installation of the recently developed EMALS impossible. The EMALS can generate 25 percent more sorties than the old catapults.
The carrier carries up to 90 aircraft, including the F-35 Joint Strike Fighter, F/A-18E/F Super Hornet, E-2D Advanced Hawkeye, EA-18G Growler electronic attack aircraft, MH-60R/S helicopters, as well as unmanned air and combat vehicles.
The world’s largest aircraft carrier, USS Gerald R. Ford (CVN 78), conducts flight operations in the North Sea, Aug. 23, 2025. Gerald R. Ford, a first-in-class aircraft carrier and deployed flagship of Carrier Strike Group Twelve, is on a scheduled deployment in the U.S. 6th Fleet area of operations to support the warfighting effectiveness, lethality, and readiness of U.S. Naval Forces Europe-Africa, and defend U.S., Allied and partner interests in the region. (U.S. Navy photo by Mass Communication Specialist 2nd Class Maxwell Orlosky)
The requirement for a higher sortie rate of 160 per day, with surges up to 220 during times of crisis and intense air warfare, led to changes to the flight deck design.
However, reliability issues have hampered both EMALS and AAG. These have been less reliable than expected, with frequent breakdowns and software integration issues.
The AAG, or Advanced Arresting Gear, is a key technology on the US Navy’s Ford-class aircraft carriers, replacing the older hydraulic systems of the Nimitz-class carriers.
It uses an electromagnetic, water-turbine-based system to recover aircraft, offering more precise control and allowing a wider range of aircraft, including drones, to land on the carriers.
The AAG, along with the new EMALS catapults, is part of a larger effort to increase the carrier’s sortie rate and reduce manning and maintenance requirements.
“The reliability and maintainability of CVN 78’s EMALS and AAG continue to adversely affect sortie generation and flight operations, which remains the greatest risk to demonstrating operational effectiveness and suitability in IOT&E,” one report reads. The advanced systems require specialized knowledge and tools, which are not yet widely available among carrier crews.
Limited operational flexibility issues persist. Early testing revealed the AAG struggled to recover lighter aircraft like drones, limiting its flexibility for safe recovery.
Advanced Weapons Elevators (AWE)
The complex new elevators have experienced significant delays and integration issues, which are a major reason for the increased costs for subsequent carriers.
“We have a full court press on the advanced weapons elevators,” said the Honorable James Geurts, assistant secretary of the Navy for research, development, and acquisition. “We’ve gathered a team of experts on the carrier right now, which will work with the shipbuilder to get Ford’s weapons elevators completed in the most efficient timeline possible — they will also recommend new design changes that can improve elevator activities for the rest of the Ford class.
“This team of experts in electromagnetic systems, fabrication and production control, software, systems integration, and electrical engineering will focus on completing the production of the remaining elevators on CVN 78 and recommending design changes for future ships in the class. In doing so, they will execute corrective actions and adapt best practices to ensure the completion of the Advanced Weapons Elevators in support of the USS Gerald R. Ford’s operations.”
Other Program And Production Issues
Introducing 23 new technologies at once increased the risk of delays and cost overruns.
Also, the Newport News shipyard has struggled with a high attrition rate, which has consistently delayed the delivery of the carriers.
Cost overruns abound. The lead ship, USS Gerald R. Ford, was delivered years behind schedule and significantly over its initial budget.
These factors have affected readiness. The technical and production issues have directly impacted the carrier’s ability to meet its full operational capability and sortie generation goals.
Cost of Changing Back Prohibitive
A potential move to revert to older technologies, such as steam catapults, would be extremely costly and further delay the project.
President Trump announced his intention to issue an executive order regarding carrier catapults and weapons elevators during his remarks to servicemembers aboard the Nimitz class carrier USS George Washington earlier this week.
“I’m putting out an order, I’m going to sign an executive order, when we build aircraft carriers, it’s steam for the catapults and it’s hydraulic for the elevators,” Trump said after suggesting that water could disable Ford‘s electromagnetic systems. “We’ll never have a problem.”
The George Washington is currently in port in Yokosuka, Japan, where it is forward deployed.
The Ford-class of supercarriers is expected to take the US Navy into the next 50 years of sea power dominance.
About the Author: Steve Balestrieri
Steve Balestrieri is a National Security Columnist. He served as a US Army Special Forces NCO and Warrant Officer. In addition to writing on defense, he covers the NFL for PatsFans.com and is a member of the Pro Football Writers of America (PFWA). His work was regularly featured in many military publications.
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