John F. Kennedy is making its second trip to sea after completing eight days of builder’s trials in February. The new campaign comes after delays tied in part to certification of the Advanced Arresting Gear and work on the carrier’s Advanced Weapons Elevators, two technologies central to moving aircraft and weapons through high-tempo flight operations.

The acceptance trials follow the builder’s trials completed by John F. Kennedy in February 2026. They take place at a stage when the ship’s performance must be assessed before formal acceptance by the U.S. Navy. The CVN-79 schedule has been revised several times, including to complete certification work on the Advanced Arresting Gear, or AAG, continue work on the Advanced Weapons Elevators, and incorporate capabilities during construction that would otherwise have been added after delivery. The carrier is also intended to operate the F-35C Lightning II from its first deployment.

Huntington Ingalls Industries announced on August 12, 2026, that John F. Kennedy had departed its Newport News Shipbuilding division to begin acceptance trials, stating that the campaign would test and evaluate key ship systems and components at sea. USNI News reported the same day that the carrier had reached another stage in work on its weapons elevators, with seven of the 11 Advanced Weapons Elevators completed. According to information provided to Congress and reported by USNI News, these seven elevators provide access to all weapons magazines and allow crew training and certification to continue while work proceeds on the remaining four. Delivery of CVN-79 is currently scheduled for March 2027 following previous revisions to the timetable.

John F. Kennedy belongs to a class representing the first comprehensive redesign of a U.S. aircraft carrier in several decades. Approximately 333 meters long, with a flight deck width of about 77 meters and a displacement exceeding 100,000 tonnes, the vessel retains the general dimensions of a U.S. supercarrier while substantially changing its internal architecture. Propulsion is provided by two A1B nuclear reactors connected to four shafts. The ship can exceed 30 knots, while nuclear propulsion allows prolonged operations without the need to refuel its propulsion plant. Its air wing, ammunition stocks, spare parts and crew requirements nevertheless continue to depend on regular logistical support.

One of the main changes concerns electrical generation. The Ford class has approximately 2.5 times the electrical generation capacity of the Nimitz class. This additional capacity is directly associated with a more extensively electrified architecture. It supplies systems including the electromagnetic catapults and weapons elevators while leaving capacity for future radar developments, electronic warfare equipment and potentially systems with high electrical power requirements. For ships expected to remain in service for several decades, this electrical margin also provides room for future modifications.

The Electromagnetic Aircraft Launch System, or EMALS, is one of the principal differences from the Nimitz class. Four electromagnetic catapults replace conventional steam systems and use a moving magnetic field to accelerate aircraft to launch speed. The energy delivered can be adjusted more precisely according to aircraft weight, reducing mechanical stress on airframes and allowing a broader range of aircraft to be launched. This characteristic is also relevant to the gradual introduction of unmanned platforms alongside carrier-based combat aircraft.

The Advanced Arresting Gear handles aircraft recovery. Digitally controlled, AAG is designed to adjust arresting forces based on the characteristics of different aircraft and to support the introduction of future carrier-based platforms. The flight deck has also been reorganized. The island is smaller and positioned farther aft than on the Nimitz class, freeing space for aircraft movement, parking, maintenance and weapons handling. Together, EMALS, AAG, the revised flight deck arrangement and the weapons handling system are intended to allow the Ford class to generate approximately 25 percent more sorties than the Nimitz class under the operating conditions specified in its design requirements.

The requirement for a higher aviation tempo also explains the role of the Advanced Weapons Elevators. The Ford class has 11 elevators using electromagnetic motors rather than conventional cable-based mechanisms to transfer ammunition from protected magazines to preparation areas and the flight deck. Their relevance extends beyond transfer speed. During sustained carrier air operations, sortie generation depends not only on the catapults or the number of available aircraft but also on how quickly aircraft can be moved, refueled, armed and returned to the launch cycle. Problems encountered with these elevators aboard CVN-78 demonstrated how an individual subsystem can affect the broader functioning of flight deck operations.

John F. Kennedy also introduces a different sensor configuration. USS Gerald R. Ford uses a Dual Band Radar architecture that includes the AN/SPY-3, while CVN-79 adopts a configuration based on the Enterprise Air Surveillance Radar with the AN/SPY-6(V)3. This is complemented by the AN/SPQ-9B radar for surveillance and tracking functions. The change brings the carrier into a radar family being introduced elsewhere across the U.S. fleet and provides a degree of commonality in equipment, software and support arrangements. Satellite communications and tactical data links also allow the carrier to operate as part of a wider network rather than as an isolated platform.

This networked approach is central to the tactical capabilities of CVN-79. The ship is designed to accommodate more than 75 aircraft depending on the composition of its embarked air wing. This can include F-35C Lightning II, F/A-18E/F Super Hornet, EA-18G Growler, E-2D Advanced Hawkeye and various rotary-wing platforms. The MQ-25 Stingray is eventually expected to add unmanned aerial refueling and increase the effective operating radius of embarked fighters. In the Pacific, where distances between bases, patrol areas and potential objectives can extend across hundreds or thousands of kilometers, the reach of the carrier air wing remains an important operational constraint.

Within this force, the F-35C provides low-observable penetration and a sensor architecture capable of collecting and sharing information with other platforms. The E-2D performs airborne early warning and tactical command and control functions, while the EA-18G supports electronic warfare and operations against hostile systems. The Super Hornet remains a multirole platform for air combat and strike missions. The carrier therefore serves as the mobile base for a distributed combat system in which aircraft, surface combatants, submarines and space-based capabilities contribute to a shared tactical picture.

Its protection is also organized in layers. The Ford class carries RIM-162 Evolved Sea Sparrow Missiles and RIM-116 Rolling Airframe Missiles, complemented by 20 mm Phalanx systems for close-in defense. These weapons form only the inner part of a broader defensive structure. Against long-range anti-ship missiles, submarines or attacks combining missiles and unmanned systems, carrier survivability depends first on its air wing, escorting warships, electronic warfare capabilities, missile defenses and the ability of the force to detect and engage threats before they reach the carrier.

This issue has acquired greater relevance in the Indo-Pacific as the Chinese Navy develops its carrier force. China now operates three aircraft carriers. Liaoning and Shandong retain a Short Take-Off But Arrested Recovery configuration based on ski-jump launches, while Fujian represents a different te