What Happens in an F-14 Tomcat Catapult Launch Accident?

The Story Behind the Incident

In a rare and riveting account, retired naval aviators Eric "Lamps" Lampella and Nick "Tubes" Filippone recounted an intense and life-changing experience aboard the USS John F. Kennedy (CV-67) in March 1988. As told by Filippone, the mishap occurred during carrier qualifications (CQ) approximately 50 miles off the Virginia Beach coast. The operation took place during an unusually cold day, with frigid air and water temperatures adding another layer of risk to all activities on the deck.

The day started off oddly. Both pilots were instructed to "man up" their F-14 Tomcat on the hangar deck, something Filippone claimed he had never done before or since. Usually, pilots board their aircraft after it is on the flight deck, already prepped for takeoff, but this time, the aircraft was towed from the hangar onto the deck elevator while the crew was onboard. Once on the flight deck, they strapped in and armed the ejection seats, making the F-14 fully operational. Shortly thereafter, the jet was taxied to "Cat One," a steam-powered catapult system used to launch aircraft off the carrier deck. Filippone noted a special anxiety when using the Cat One system on the USS John F. Kennedy, calling it his least favorite launch mechanism.

Their mission was straightforward: a short, light flight to Virginia Beach as part of a "fly-off," often a routine operation. The relatively light configuration of their aircraft, around 55,000 pounds, meant an afterburner takeoff wasn’t necessary. As the aircraft moved into position and went under catapult tension, both pilots went through the standard pre-launch checks. After completing their checks and signaling that they were ready, the launch operator hit the button to initiate the catapult launch.

Anatomy of a Catapult Launch on Aircraft Carriers

For readers unfamiliar with the mechanics of a catapult launch, it is one of the most technically complex, high-stakes operations aboard an aircraft carrier. The catapult system uses steam pressure to catapult an aircraft off the deck at high velocity within a very short distance, achieving liftoff speeds that would otherwise require a much longer runway.

According to Filippone, a catapult launch begins with the aircraft being attached to the catapult shuttle via a tow bar. The aircraft is then brought under tension (a state where the catapult piston is pressurized and ready to release). The crew performs essential checks, including the "wipeout," which involves cycling control surfaces to ensure functionality. The engines are run up to their required thrust levels, depending on the aircraft's weight and mission requirements.

In this case, the light load of the F-14 did not necessitate the use of afterburners for added thrust. Once ready, a series of signals between the crew and handlers on deck culminates in the launch operator activating the catapult. Everything is designed to work in perfect synchronization to achieve a liftoff speed calculated for each individual aircraft configuration. However, as Lampella explained, if the launch speed doesn't reach the necessary threshold, often called "flying speed," the aircraft is unlikely to sustain flight, leading to potentially catastrophic consequences.

The Moments Leading to Catapult Trouble

As the launch commenced, the pilots initially felt the expected jolt of the F-14 being hurled forward. However, things quickly went awry. Within moments, Filippone felt an unusual second "pop" and realized the acceleration had dropped significantly. The F-14 was still being propelled down the catapult but at a slower rate than needed to reach flying speed. He assessed it as a "cold cat," a term used to describe underperforming catapult launches, and began evaluating their dwindling options.

The pre-flight briefing had emphasized reaching at least 110 knots by the end of the launch, the minimum speed necessary for stable flight. Glancing at the airspeed indicator, Filippone realized they were nowhere near the required speed. He estimated they hadn’t even hit 80 knots yet. Meanwhile, Lampella initially suspected an engine issue, potentially a compressor stall, rather than a catapult malfunction. He instinctively adjusted the throttles and engaged afterburners, even checking the exhaust nozzles to confirm both engines were operational. To his surprise, both afterburners were firing normally, but they were still not accelerating as they should have been.

At this point, it became clear to Lampella that they were no longer attached to the catapult and were effectively attempting a deck launch using only their jet’s own thrust to get airborne. This was a dangerous and essentially impossible task given the F-14’s 27-ton weight under those conditions. There was no possibility of aborting the launch. The only option left was to prepare for ejection.

Ejection Sequence and Immediate Aftermath

Lampella and Filippone faced a grave decision: should they eject prematurely in hopes of clearing the carrier deck, or wait until the last possible moment and risk crashing into the water? Filippone recalls placing his hand on the ejection handle while carefully watching the airspeed indicator, torn between his options. Then he heard his pilot's command: "Eject, eject, eject." Without hesitation, he pulled the handle, initiating the ejection sequence.

In a perfectly choreographed event lasting just over a second, the ejection sequence began. The canopy jettisoned, and Filippone, seated in the F-14's rear cockpit, was propelled into the dark night. Just as he was thrown clear, he saw the aircraft cascading over the carrier's edge, afterburners still fully engaged and plunging straight into the Atlantic below. Within seconds of breaching the water, he deployed his parachute, which slowed his descent and brought him to the icy ocean below.

Meanwhile, Lampella remained in the pilot's seat until the last possible moment. As the jet was poised at the ship's edge, the ejection system activated, sending him into the air. However, his ejection was slightly miscalculated, and he was ejected into the sea just as the jet hit the water. The entire process, from being shot out of the cockpit to landing in the ocean, was over in a matter of seconds.

Survival in the Water and Rescue Operations

Being catapulted into the freezing waters of the Atlantic at night was only the beginning of their ordeal. Once in the water, both Lampella and Filippone faced a new set of challenges: maintaining buoyancy, avoiding hypothermia, and evading the massive USS John F. Kennedy itself. Filippone described the chilling moment he surfaced, only to find the carrier bearing down directly on him, its massive bow and anchors seemingly aimed straight at his position. Frantically waving his flashlight to alert the carrier’s bridge crew while trying to swim away, he learned later that ship personnel spotted him just in time to notify the air boss and initiate a hard turn to starboard.

Meanwhile, Lampella, positioned closer to the carrier's side, focused on avoiding contact with the ship’s barnacle-encrusted hull. Concerned he might have to push himself off to prevent being sucked under, he kept a keen eye on the looming structure overhead. At the same time, both men had to contend with high waves, which made spotting each other nearly impossible.

A rescue helicopter was deployed to extract Filippone first, and a swimmer was lowered to assist him. Standard training for ejected pilots emphasized staying calm and letting the rescue swimmer do the work. However, as the swimmer attempted to secure the cable to lift them both to safety, the line slipped away, causing a momentary setback. After several minutes of recovery efforts, the cable was re-secured, and they were hoisted to safety. Although the powerful waves added to the challenge, dousing them in freezing water during the winching process, they finally reached the sanctuary of the helicopter’s interior.

For Lampella, the rescue effort involved being pulled into a motor whale boat launched from the carrier. His extraction also presented challenges, particularly while being lifted back onto the flight deck in the lifeboat. Once safely aboard, Lampella was handed over to a stretcher team for the transfer to sickbay. This seemingly straightforward procedure turned chaotic when the stretcher was accidentally dropped down a ladder, leaving Lampella bruised but otherwise unhurt.

Recovery Aboard the Carrier

The reunion of the two aviators in the carrier’s sickbay brought immense relief to both. Filippone had been overly concerned that his pilot hadn’t survived the ordeal, but Lampella’s lighthearted banter as he was wheeled in immediately resolved those fears. Though both men were exhausted and battered from the incident, their relief at being alive overshadowed the physical toll. Lampella’s humor lit the room as they shared jokes and recounted their nightmarish experience to an attentive audience.

The next morning, they arrived in Norfolk aboard the USS Kennedy, where their waiting wives and families were the first allowed to board the ship. The crew of the carrier, awaiting their own departure, had been informed they could not leave until the airmen’s families had arrived and reunited with them. This brought a sense of closure to all involved.

The surviving aviators emphasized the critical role their training played in navigating the chaos that unfolded during the failed catapult launch. As Lampella later put it, the procedures drilled into them “gave us the rest of our lives.”

What was said, and when

The points this article makes, and the moment in the recording where each was said. Every time below opens the recording at that moment.

• Nick "Tubes" Filippone recounted the experience aboard the USS John F. Kennedy (CV-67) in March 1988 during carrier qualifications approximately 50 miles off the Virginia Beach coast. 00:00.
• The operation took place during an unusually cold day, with frigid air and water temperatures. 00:42.
• Pilots were instructed to "man up" their F-14 Tomcat on the hangar deck, rather than on the flight deck. 00:57.
• The F-14 was towed from the hangar onto the deck elevator with the crew onboard. 01:23.
• The jet was taxied to "Cat One," a steam-powered catapult system used to launch aircraft off the carrier deck. 01:34.
• Filippone noted anxiety when using the Cat One system on the USS John F. Kennedy. 01:34.
• Their mission was a short flight to Virginia Beach as part of a "fly-off". 01:49.
• The aircraft's light configuration was around 55,000 pounds. 02:04.
• The pre-flight briefing emphasized reaching at least 110 knots by the end of the launch, the minimum speed necessary for stable flight. 03:43.
• Filippone estimated during the incident they hadn’t even hit 80 knots. 05:40.
• Within moments of launch, acceleration dropped significantly, and the F-14 was propelled at a slower rate than needed to reach flying speed. 02:57.
• Filippone described the malfunction as a "cold cat.". 03:12.
• Lampella initially suspected the issue could be a compressor stall before realizing both afterburners were firing normally. 04:11.
• Lampella realized they were attempting a deck launch using only the jet’s own thrust. 04:37.
• The ejection sequence started when Lampella commanded to "Eject, eject, eject.". 05:00.
• Filippone was ejected from the rear cockpit and saw the aircraft cascading into the ocean. 05:03.
• Lampella ejected slightly later and fell into the sea as the jet hit the water. 06:56.
• Filippone described surfacing near the carrier and signaling with a flashlight to alert personnel. 09:02.
• A rescue helicopter extracted Filippone first, during which the cable slipped momentarily. 10:59.
• Lampella was rescued using a motor whale boat. 15:49.
• Lampella’s stretcher was accidentally dropped down a ladder during transfer to sickbay. 16:48.
• The USS John F. Kennedy required families of the airmen to board the ship before crew departure. 20:34.
• Nick "Tubes" Filippone credited the ability to remain calm and protocol during ejection as critical for their survival. 11:12.
• Filippone explained a "cold cat" as a failed launch where the necessary speed for liftoff, typically over 110 knots, is not achieved, leading to potential catastrophic failure. 04:03.