tomcat pro emergency lcd module quotation
Ensure the Cisco Unified Communications Manager tomcat-trust certificate and the Cisco Emergency Responder server group certificate is added to the Tomcat trust store of the Cisco Emergency Responder(in both publisher and subscriber). Failing to do so may result in breaking of AXL communication between Cisco Unified Communications Manager and Cisco Emergency Responder, along with the cluster communication within the Cisco Emergency Responder group.
Enter the route patterns or translation pattern for an Intrado emergency response location (ERL). An Intrado ERL is an ERL that is serviced byIntrado. Intrado ERL only lists the route patterns that have been configured on this page. You can add new route patterns or translation patterns,
Cisco Smart Software Manager satellite—Cisco Emergency Responder sends license usage information to an on-premises collector called Cisco Smart Software Manager Satellite which requires
Check the Authentication needed on HTTP or HTTPS proxy check box if want to register to Cisco Smart Software Manager using authentication based proxy server. If you enable this
Check the Do not share my hostname or IP address with Cisco check box to allow the administrator to restrict the exchange of IP Address and hostname of the Cisco Emergency Responder
The Allow export-controlled functionality on the products registered with this token check box is not displayed for the Smart Accounts that are not permitted to use the Export-Controlled functionality.
Check the Authentication needed on HTTP or HTTPS proxy check box if want to register to Cisco Smart Software Manager using authentication based proxy server. If you enable this
Use the Intrado VUI Settings page to enter the account information that is required for Emergency Responder to interoperate with Intrado Validation and Update Interface. After entering the required information, you can test the connectivity to Intrado from this page.
Enhanced—Calls can be routed to the PSAP with the existing E9-1-1 selective router network, and Intrado can provide the callback number and address to the PSAP.
We recommend that you run the Intrado update process at least once per day. Because of the added network traffic, it is best to run the process outside normal
When viewing a previously defined Cisco Unified Communications Manager server, Emergency Responder displays a CCM List link. Click CCM List to view a list of the Cisco Unified Communications Manager servers that belong to the same cluster as the selected server.
If the IOS software on the switch needs to be upgraded to the latest version, execute the snmp-server ifindex persist command before the upgrade. Failure in executing this command leads to change of port indexes. In that scenario, Emergency
at once to the Emergency Responder switch port configuration. From the Select File to Upload Config drop-down list, you can choose one of the saved CSV files and upload the selected file.
If a large number of points match your search criteria, Emergency Responder uses several pages to display them. Use the First, Previous, Next, and Last links at the bottom of the page to move between pages. You can also enter a specific page number on the Page field and press Enter to move to that page.
If you would like to add your company to this page, feel free to do so. You will need to create a wiki account to do so. There aren"t any hard and fast rules about what is acceptable but please keep your entry to a few lines, a link and a small logo. Excessive entries will be edited. Remember to add you company to both sections if you provide support and training. New entries should be added to the end of the relevant section.
Pivotal provides global, 24x7, enterprise support for production users of Apache Tomcat. Pivotal employs the leading experts on Apache Tomcat to ensure that support customers can get their questions answered quickly and accurately and that bug fixes are incorporated into the open source code base.
Kippdata"s eSupport for Apache Tomcat features several eSupport packages starting from basic support levels up to mission critical enterprise support. We actively contribute to the Apache Tomcat project, so that our bug fixes and other code enhancements become part of the standard Apache Tomcat code. Kippdata is located in Bonn, Germany.
Kippdatas eSupport für Apache Tomcat bietet von Basis Level Support bis hin zu Support für unternehmenskritische Anwendungen verschiedene eSupport-Pakete. Wir beteiligen uns aktiv am Apache Tomcat Projekt, so dass unsere Fehlerbeseitigungen und andere Erweiterungen des Codes in den Standard Apache Tomcat Code einfliessen. Kippdata ist in Bonn, Deutschland, ansässig.
OpenGate provides support for Apache Tomcat enterprise users located in Italy. OpenGate has over 13 years experience in helping customers adopting Apache Tomcat and hundreds of success stories.
OpenGate fornisce supporto in Italia per gli utenti di Apache Tomcat. OpenGate ha più di 13 anni di esperienza nell"aiutare i clienti nell"adozione di Apache Tomcat e centinaia di storie di successo.
MuleSoft provides global enterprise Tomcat support as well as free, user-contributed howto guides. A general-audience Apache Tomcat guide is meant for absolute beginners, while intermediate Tomcat users can benefit from guides on how to resolve Tomcat logging problems or how to use Tomcat in eclipse. MuleSoft also provides resources on upcoming releases of Tomcat like Tomcat 7. MuleSoft employs leading experts and authors on Apache Tomcat to ensure that customers can get their questions answered quickly and accurately. MuleSoft also provides Free Tomcat Assistance.
Roguewave Tomcat Support / OpenLogic has a dedicated team of OSS experts offering round-the-clock Production Support with competitive SLAs for troubleshooting Tomcat issues and outages.
Savoir-faire Linux provides 24/7 support, consulting, development and training services on Apache Tomcat. We provide support on an hourly basis, through bank of pre-paid hours or monthly contract. Savoir-faire Linux is based in Canada with offices in Montreal, Quebec City and Ottawa. To get a quote, email contact@savoirfairelinux.com. In an emergency ? Contact support@savoirfairelinux.com or call us at 1-877-735-4689.
I need a website LLC provides provides support, consulting and development services for Apache Tomcat in our office in Kiev, Ukraine or remotely. You may contact us by email info@ineed.ws. or call +380-63-3713352.
RoseHosting provides fully managed Tomcat VPS hosting with free 24/7 support. Free Tomcat installation, configuration and optimization included with all VPS hosting plans.
LinuxHostSupport is a server management company that provides Tomcat server support services, including, but not limited to: Tomcat installation services, Tomcat configuration services, Tomcat server migration services etc. You can get a free quote.
Tomitribe was founded by several members of the ASF to be completely dedicated to Tomcat and TomEE offering 7x24 global support. Subscriptions also include 365-day CVE scanning, notification and patching for all versions of Tomcat both EOL and active, and annual professional services and training benefits.
Kippdata offers a selection of trainings for Apache Tomcat. We focus on single day trainings like „Apache Tomcat Best Practices“, „Java Memory Sizing and Garbage Collection Tuning“. Kippdata is located in Bonn, Germany.
Kippdata bietet eine Auswahl an Schulungen für Apache Tomcat an. Wir haben uns auf Ein-Tages-Schulungen zu Themen wie „Apache Tomcat Best Practices“, „Java Memory Sizing and Garbage Collection Tuning“ spezialisiert. Kippdata ist in Bonn, Deutschland, ansässig.
MuleSoft provides comprehensive Tomcat Training for users of Apache Tomcat. MuleSoft offers a FREE pre-recorded training course to help users to get started with Apache Tomcat and also intensive instructor led training courses on advanced topics such as Tomcat performance tuning, configuration management. The training is designed by Tomcat experts and delivered by experienced instructors.
NobleProg provides comprehensive Online Instructor-led Tomcat Training all around the world. NobleProg also provides intensive Tomcat Classroom Courses in the UK. The training can be bespoken as users want with hands-on exercises. The course can be conducted even if there is only one person by experienced Tomcat instructors.
Rogue Wave Roguewave Tomcat Support / OpenLogic Roguewave Tomcat Support offers a comprehensive week-long instructor-led training program for developers and admins. Rogue Wave OpenLogic also provides Architecture and Design Consulting, and a Developer Support contract to assist in the development of web applications.
Savoir-faire Linux provides 24/7 support, consulting, development and training services on Apache Tomcat. We provide Tomcat training in our offices in Montreal, Quebec City and Ottawa, Canada. For private, on-site and custom courses, contact training@savoirfairelinux.com or call 1-877-735-4689.
!Intertech delivers training and consulting for Tomcat in our complete line-up of open source-related training and consulting. For training, students can attend courses virtually, in-person at Intertech"s facility, or we can come to your location.
LearnComputer offers instructor-led online and onsite Tomcat training courses for companies and public. We also offer beginner to advanced courses in Android, Apache, Hadoop, PHP, MySQL, Linux, Java and Networking.
GFU Cyrus AG offers extensive seminars and inhouse training on Apache Tomcat, from basic principles to advanced and intensive courses. Architecture, installation and configuration – in the cologne training centre you obtain an overview of the possibilities of the application server.
Die GFU Cyrus AG bietet umfassende Seminare und Inhouse-Schulungen zu Apache Tomcat, vom Grundlagen-Seminar bis zu Aufbau- und Intensivkursen. Architektur, Installation, Konfiguration – im Kölner Schulungszentrum erhalten Sie einen umfassenden Überblick über die Möglichkeiten des Anwendungsservers.
Accelebrate offers private Apache Tomcat training at client sites in the US, Canada, and worldwide, as well as online. In addition, the firm offers Apache httpd courses and Apache Maven classes.
Web Age Solutions offers Apache Tomcat training and mentoring on-site in the US, Canada and worldwide, at a training center, in a Live Virtual Class, or through our subscription-based video library.
A vital layer of protection, an emergency shutdown system is key for providing safe operations. If hazardous conditions occur, immediate action must be taken. Shutting down the facility to a safe state protects personnel, the environment, and the asset.
• Provide SIL 3 ESD safety protection for safer operations — ensuring fail-safe performance of controllers for energize-to-trip and de-energize-to-trip applications
• Continuous operation — high-availability, fail-safe, and fault-tolerant architecture, hot spare slot, online modifications, built-in changes and module replacements
• Support for all applications — emergency shutdown (ESD), fire and gas (F&G), burner management systems (BMS), high integrity pressure protection solutions (HIPPS), turbomachinery control (TMC)
Our dedicated safety experts and network of safety partners ensure your plants and equipment are well-designed, operated safely and properly maintained.
java.io.FileNotFoundException: /app/tomcat/se/Corp-se/apache-tomcat-9.0.37/webapps/ROOT/WEB-INF/Views/SE_v2/HBS/ApplicationSocialMediaShareVertical/template.page.hbs
java.io.FileNotFoundException: /app/tomcat/se/Corp-se/apache-tomcat-9.0.37/webapps/ROOT/WEB-INF/Views/SE_v2/HBS/MessageBrowserCompatibility/template.page.hbs
Important: Running applications in debug mode does incur a memory/performance overhead. You should make sure that an application has debugging disabled before deploying into production scenario.
It has been an eternity since we"ve seen an F-14 Tomcat simulation on the PC. Technically we did see the Tomcat included in the recent Ace Combat 7 in 2018, but that doesn"t count, but I will say the 3D models are super pretty in it. Microprose"s Fleet Defender pretty much set the standard, and yes JetFighter III included a Tomcat in the expansion disk way back in the late 90s, but even it wasn"t really a simulation, it was more of a game. To be fair US Navy Fighters also featured the Tomcat, but it was a “lite” simulation, more game than simulation too.
Now that we got that out of the way...It has been 25 years since 1994"s Fleet Defender from Microprose. Damn I"m getting old. Ever since it has been pretty quiet on the PC Tomcat front, that is until now... Digital Combat Simulator World third party developer Heatblur has changed that. Thanks to Heatblur there"s no longer a drought for F-14 Tomcat simulation action on the PC. This module is so packed full of goodness, that it"s really hard to even decide where to begin.
At present the DCS F-14A/B module is in early access. For those who don"t know... Early Access is essentially a paid beta period, and many DCS modules are released in this manner. An Early Access module is pretty much an up and running module, with many of the included features operational. For instance at present they only model the F-14B, but the F-14A and many other systems will be added later at some point during the “early access” period.
The DCS F/A-18C Hornet module was released over a year ago now and it"s still in “early access”, so is the AV-8B Harrier module from Razbam. Personally I like this new way to release software, because it gives us virtual pilots a mostly up and running air-frame to enjoy, with a variety of fully working weapon systems and missions to fly, but long before it would ever have been released.
On the flip-side it gives us the players a voice, which is heard by the developers during the ongoing development process... I feel this business model can help create a better end-game product overall for everyone. Others feel differently about it. To each their own.
The complete F-14A and B Tomcat payload, including AIM-7, AIM-9 and AIM-54 air to air missiles, various dumb and guided air to ground munitions as well as the M61 Vulcan 20mm cannon.
I"ll begin with the graphics. Wow it"s a great time to be into PC simulations again. Visually speaking the Tomcat inside and out is photo-realistic. The 6DOF (6 degrees of freedom) cockpit is a site to behold. They"ve modeled both the front (Pilot) and back seats (Radar Intercept Officer/RIO) in painstaking detail. Every button, dial, switch, lever, etc is included, and can be manipulated via mouse, or via keyboard short-cuts mapped to a HOTAS device. Like in the other high fidelity DCS modules... in the Tomcat you can also perform the complete Start-Up procedure if you want.
It"s the little things done right, even cockpit glare on the canopy, or how you can turn your head to see Jester (the artificial intelligence RIO, more on that later) in the backseat doing his thing. Right down to the wear and tear textures on the belt to strap you in, and the seat materials. So many minute details are present. I was really impressed by Razbam"s AV-8B recent cockpit upgrade, but I gotta admit, after seeing the Tomcat up close, this may very well be my new favorite cockpit visually speaking.
I continue to find new things, like an even closer look reveals a variety of “no step” wordings stenciled in places where you aren"t supposed to step on the air-frame. Damage modeling is also visually representing in painstaking detail. Without question this is one of the best looking modules money can buy for DCS period!
Performance-wise overall... I"d have to say all the visual perks of this module do take a minute toll on the fps, but again, I"m running a mid-range system, and it never hurt enough the I"d have noticed had I not looked at the fps counter. It"s a small price to pay for sure.
Flying the Tomcat is quite different too, especially if you are coming from the DCS F/A-18C Hornet directly to the F-14B Tomcat. Remember this is an air-frame that came into service almost two decades before the Hornet. I believe 1969/1970-ish is the official deployment time-frame of the Tomcat entering service. I want to say that the Hornet was 1988/89-ish. This makes the Tomcat one of the last non-fly-by-wire aircraft utilized by the US Navy.
The Tomcat is truly a hands-on aircraft, one that the pilot truly has to FLY. This thing isn"t flown for you. If you try and pull the same crap you do in a Hornet you"ll rip a wing off, or end up in a flat-spin, or simply put... on your ass and restarting the mission. I made a video of my first impressions, detailing my first few minutes with it, and I managed in those first few moments to rip a wing off.
Now this isn"t a bad thing. The realistic model they"ve created is amazingly flyable, and very capable of keeping up with most any other air-frame you can find in DCS World. To be quite frank, it"s a shit-hot pilots" plane to fly. Once you find its strengths and weaknesses, it becomes an absolute dream to fly. To begin with it"s a speed-demon! I"m yet to find myself lacking for thrust very often. I"d venture to say it very well may be the fastest plane you can get in DCS world in a straight line. If the Hornet is a modern-age Porche of Naval aircraft... the Tomcat is then a 71 Plymouth HEMI Cuda"!
This thing shudders when you begin to push beyond its limits a little. I learned quickly the little nuances of when you are pushing her too hard, and I now know when to begin to correct what I"m doing. When you move the stick, you are literally moving the hydraulics, control surfaces, etc. There"s no computer to combine all of you inputs into coordinated ballet of flight like fly-by-wire systems. Shes finicky, but sexy and smooth once you learn how to treat her. I"d have to say while she"s the most temperamental, she"s also the most fun to fly module I own thus far.
Having said all of that, the #1 issue I had out of the gate with the Tomcat is the analog gauges. It really irritated the hell out of me at first. I still don"t think I"m reading the speed right, and honestly, I"m at the point now where I don"t really care to know what speed I"m going. I fly the plane at this point by feel. Once I learned to pretty much ignore the fact that I really have very little information on the HUD that I was used to seeing in say an F-15 or F/A-18, then and only then did I begin to learn to actually fly the plane and deploy weapons, and left the little crap I didn"t like behind me.
Don"t get me wrong, some may have a VERY hard time with the fact that the Tomcat doesn"t have a HUD with much information at all to display by design. I even have to look down to the display below the HUD for a heading tape if not in Nav mode. Navigation in the Tomcat took serious getting used to. This is a different animal altogether. It"s old tech, but efficient tech.
I can"t say much about landing on a carrier, because to be honest... I"m somewhat of a chicken-shit when it comes to landings, it never was my thing. Anytime I"ve ever landed there"s a great degree of luck involved. I will eventually practice it more. I have tried it a number of times with the F-14B and even DCS"s F/A-18 as well, and it is pretty thrilling, I"m just terrible at it. I tend to be the guy who pulls off emergency landings pretty good, but planned landings not so much. It"s however clear they"ve implemented it well, with calling the ball, judging you by the wire you caught, etc. Maybe one day I"ll do better at that and air-2-air refueling both.
Again, this module is in "early access" so they have time to tweak more, and to add more possible failures to mix it up some more. At present it"s almost guaranteed if I take a hit I"m loosing radar, or engines, so it would be nice to see the other listed failures occur. In their defense, I will admit that how the engines gradually go is very impressive. Many times I"ve managed to get a few more missiles off, and at times the engines didn"t completely go out and I was able to keep flying and taking on bandits. Other times you hear the compressor go, which reminds me of the sound of an old car carburetor choking, followed by some shuddering. Pretty cool stuff, the kind of stuff I don"t recall experiencing ever before in a PC aviation simulation. At least not to this degree with the various SFX, and the gradual degradation of the engine systems. Very very cool stuff going on in this F-14 cockpit when things go wrong, which really adds to the immersion value.
In terms of capabilities and payload... for the most part my experience has been chucking AIM-7, AIM-9 and AIM-54 Phoenix missiles at air threats, and some guns up close when needed. There is at present a ton of Air-2-Ground systems included like the LANTIRN targeting pod and a variety of dumb and laser guided weapons to choose from, but I haven"t done much “Bombcat” Air-2-Ground pounding. I think that"s where I"m headed next with this module. I need to learn more of the air-2-ground stuff. I have lobed a few dumb bombs at some ground threats, and the low speed handling capability of the Tomcat made it a rather fun task. I foresee it being a lot of fun.
In terms of cockpit workload, there"s a pilot and RIO seat to occupy. They"ve however come up with a very creative solution to pull this off. Enter the Jester/Iceman artificial intelligence. So as I fly the Tomcat I can bring up a menu with say the “A-key”, then a big radial display pops up in the center of the screen. It"s a layer or two deep as well. There"s so many different things to ask him to do. An example... he sets up the ability to jettison drop tanks, and when he"s done he says they"re ready to pickle, and I can drop them with my pickle button. I can even use my TrackIR to select options from the radial menu, and simply press the button to interact with the menu via my throttle. I thought that was a really nice touch. Otherwise you are using a key and the mouse to navigate the menus, which also works fine, but I think the TrackIR/HOTAS combo is truly the best way.
It"s very intuitive and pretty damn smart how they"ve designed the interaction with Jester. With the AI handling the RIO seat... I can ask Jester to switch radar modes, call out targets for me... he will pretty much do things that the guy in the backseat would be doing had that seat been occupied with an actual RIO in it. He"s pretty funny at times too, at one point we are in trouble and he yells “show me some of that pilot shit!”. Other times he belittles you when you do something stupid. The audio is top notch throughout the module, and the voice work for Jester is definitely studio quality audio, with excellent acting.
In terms of missions included, there"s no campaign yet to speak of. Bare in mind this is still an “Early Access” module, and the promise of campaigns for both the F-14A and B models are on the list as they outlined. They just aren"t included yet. In terms of training missions there"s a bunch included at the moment, and they"re on par with the majority of the training missions I"ve seen in say the F/A-18C Hornet module, but I"m just not a big fan of any of the DCS training missions overall.
I"m yet to find them useful for a completely new player. They all assume you know a lot already. There"s also a variety of single missions and some instant action type missions to dive into, all of which are great fun, and are a great starting point to get your feet wet with the Tomcat. I think you"re almost better off with ANY DCS Module to read the manual first. They also include a rather detailed digital manual.
The only thing I noticed is this awesome multiplayer two-seat experience has a cost. Since players can occupy both seats, if I"m flying online solo in my F-14, I can"t hit the 2 key to jump into the back seat. I still have Jester which is awesome, but you can"t completely one-man the experience like you can offline solo. It"s a small price to pay, and it"s more of an observation than it is a complaint. I can"t stress enough how awesome and immersive it is to both be able to jump into the same plane and split the tasks up like that. We both have a lot to learn about the RIO seat, and operating it more efficiently, but what a super fantastic time we"ve had together online. The only catch is you both need to own the module to pull it off, which is fair enough.
I can rattle on forever about how damn cool this F-14 module is from Heatblur, but I have to stop somewhere. Performance-wise I think it takes a wee bit more juice to render all of this visual splendor, but I don"t think it"s much more taxing than say the Hornet module. Make no mistake about it... the Tomcat inside and out looks sexier than any other DCS module thus far from every angle thanks to the apparent hard work Heatblur has done.
In terms of sheer fun factor the Tomcat has all the other modules beat hands-down as well. Coming from a Hornet or Harrier even.... this thing takes some finessing, but once you learn how to treat her, she will get you through the mission. Not to mention, you may very well be a better pilot after having flown the Tomcat. I know one thing, it feels REALLY strange when I jump into the Hornet now. The Tomcat is a hard act to follow!
At low level or balls-out, she"s an amazing plane to fly. I think that I find the limits refreshing to be honest, because you can really yank and bank on the Hornet, but rarely do I feel like there"s any consequences for it because it"s fly-by-wire. It however goes without saying that I"ve always loved a good muscle car over any modern sports car, and the Tomcat really is that type of plane in comparison to most other modern jet-fighter modules out there for DCS World.
I"ve said this before...$80 is a lot for any one single DCS World module. After seeing this one first-hand, and after having paid $60 for the Hornet module on sale (it was an $80 module too)... I feel that the F-14 from Heatblur is a damn good option, even better than the Hornet module. Even with what is missing and with what"s not completed yet... it"s still the most fun I"ve had within DCS World yet! Taking into account what"s promised yet to come, and what I"ve seen thus far first-hand...I now see that the Tomcat truly is the first module I can finally see being worth $80, possibly more.
I also noticed that on the DCS website that Eagle Dynamics isn"t giving any bonus cash for buying it from them, it"s also not included in the Summer Sale, which many are bummed about. In all fairness it"s one of the newest modules, so I can see why it hasn"t been on sale yet. Once it does, if it ever hits $60 like the Hornet it will be a steal for all you get at present. Considering you get no bonus cash from Eagle Dynamics on it... I"d totally recommend buying the module direct from the Heatblur website. I"m sure that puts a little more money directly into the pockets of the developers themselves, and after you see first-hand what this has to offer, I"d think you"d agree they totally deserve it.
I almost forgot to mention the absolutely outstanding keyboard and guitar grinding soundtrack that sounds like something ripped right out of an 80s action movie. They ended up with a soundtrack from the band called Meteor. I can"t stress enough how fantastic the music is. Listening closely to one of the songs in general, you can feel they"re really trying hard to enter the Danger Zone, without going there, but in a way that"s all their own. The entire soundtrack is so good that before I ever owned the Heatblur F-14 module I had heard the music online of the soundtrack when it was released in March, and I went to their website and paid $1 donation to download it and own it.
Also here"s a link direct to the Heablur Website. It"s a good place to snag the module for yourself, since there"s no bonus at the moment to buy it from ED anyway. May as well buy it direct, and you get a small break on two keys, so you and a friend can fly for a small discount.
Password Manager Pro runs as a HTTPS service. It requires a valid CA-signed SSL certificate with the principal name as the name of the host on which it runs. By default, on first time startup, it creates a self-signed certificate,
which will not be trusted by the user browsers. Thus, while connecting to Password Manager Pro, you need to manually verify the certificate information and the host name of Password Manager Pro server carefully and
You can decide the mode of generating the signed SSL certificates based on what your security administrators recommend. The detailed steps for using each of the above methods are provided under the links below.
Note: If you already have a certificate signed by a CA, then we recommend using OpenSSL to create the keystore and configure it in Password Manager Pro (steps 4 and 5 in the instructions below).
You can generate signed SSL certificates through the Certificate Management module of Password Manager Pro and also apply the certificate changes (Certificate Keystore) directly from the Password Manager Pro console.
To request and acquire certificates from a Local CA through Password Manager Pro, you need to first generate a Certificate Signing Request (CSR). Here are the steps for the same:
Password Manager Pro provides the option to sign and issue certificates to all clients in your network either from your Microsoft Certificate Authority or using a custom root CA certificate that is trusted within your
In the pop-up window displayed, provide the name of the server that runs the internal certificate authority, CA Name and choose the certificate template based on your requirement. Click Sign Certificate.
OpenSSL mostly comes bundled with the Linux distributions. If you are using the Windows server and do not have OpenSSL installed, download it from http://www.slproweb.com/products/Win32OpenSSL.html.
You will be prompted to enter a pass-phrase for the private key. Enter "passtrix" or a pass-phrase of your choice. (Though it is not documented, Tomcat has issues with passwords containing special
Enter values as required. Importantly, for the "Common Name" supply the fully qualified name of the server hosting Password Manager Pro (with which it will be accessed through the
Some of the prominent CAs are Verisign (http://verisign.com), Thawte (http://www.thawte.com), RapidSSL (http://www.rapidssl.com). Check their documentation / website for details on submitting CSRs and this will involve a cost to be paid to the CA. This process usually takes a few days time and
Execute "openssl pkcs12 -export -in
When prompted for a password, enter the same password, you used in step 1 for the private key. This requirement is due to an inherent limitation in tomcat, which requires the two passwords to match.
Restart the Password Manager Pro server and connect through the web browser. If you are able to view the Password Manager Pro login console without any warning from the browser, you have successfully installed your
"./keytool -genkey -alias Password Manager Pro -keyalg RSA -sigalg SHA256withRSA -keypass
in tomcat, these two passwords have to be the same. (Though it is not documented, Tomcat has issues with passwords containing special characters, so use a password that has only alpha characters)
Execute the command: "keytool -certreq -keyalg RSA -alias Password Manager Pro -keypass
Some of the prominent CAs are Verisign (http://verisign.com), Thawte (http://www.thawte.com), RapidSSL (http://www.rapidssl.com). Check their documentation / website for details on submitting the CSRs. Please note that this is a paid service. This process usually takes a few days of time. You will
"keytool -import -alias Password Manager Pro -keypass
"keytool -import -alias Password Manager Pro -keypass
Restart the Password Manager Pro server and connect through the web browser. If youare able to view the Password Manager Pro login console without any warning from the browser, you have successfully installed your
Note: Tomcat, by default, accepts only the JKS (Java Key Store) and PKCS #12 format keystores. In case, the keystore is of PKCS #12 format, include the following option in the server.xml file along with the keystore name, keystoreType="PKCS12? This notifies tomcat that the format is PKCS12. Restart the server after this change.
Restart the Password Manager Pro server and connect through the web browser console. If you are able to view the Password Manager Pro login console without any warning from the browser, you have successfully installed
Extended Berkeley Packet Filter (eBPF) is a complex technology which allows users to execute custom code inside the Linux kernel. Due to its nature, the eBPF code needs to pass through the verifier and other security mechanisms. There were Common Vulnerabilities and Exposures (CVE) instances, where bugs in this code could be misused for unauthorized operations. To mitigate this risk, Red Hat by default enabled eBPF in all RHEL versions for privileged users only. It is possible to enable eBPF for unprivileged users by using the kernel command-line parameter unprivileged_bpf_disabled=0. Note that applying unprivileged_bpf_disabled=0 disqualifies your kernel from Red Hat support and opens your system to security risks. In addition, Red Hat urges you to treat processes with the CAP_BPF capability as if the capability was equal to CAP_SYS_ADMIN.
Red Hat guarantees that a kernel module will continue to load in all future updates within an Extended Update Support (EUS) release, only if you compile the kernel module using protected kernel symbols. There is no kernel Application Binary Interface (ABI) guarantee between minor releases of RHEL 9.
The control groups version 2 (cgroup-v2) feature implements a single hierarchy model that simplifies the management of control groups. Also, it ensures that a process can only be a member of a single control group at a time. Deep integration with systemd improves the end-user experience when configuring resource control on a RHEL system.
Development of new features is mostly done for cgroup-v2, which has some features that are missing in cgroup-v1. Similarly, cgroup-v1 contains some legacy features that are missing in cgroup-v2. Also, the control interfaces are different. Therefore, third party software with direct dependency on cgroup-v1 may not run properly in the cgroup-v2 environment.
Linux distributions with a kernel version prior to 5.9 supported exporting GPL functions as non-GPL functions. As a result, users could link proprietary functions to GPL kernel functions through the shim mechanism. With this release, the RHEL kernel incorporates upstream changes that enhance the ability of RHEL to enforce GPL by rebuffing shim.
Partners and independent software vendors (ISVs) should test their kernel modules with an early version of RHEL 9 to ensure their compliance with GPL.
With this update to the perf-top system profiling tool, you can sort samples by an arbitrary event column. Previously, the events were sorted by the first column in case multiple events in a group were sampled. To sort the samples, use the --group-sort-idx command-line option and press a number key to sort the table by the matching data column. Note that column numbering starts from 0.
Checkpoint/Restore In Userspace (CRIU) is a Linux utility that allows checkpointing and restoring of processes. The jigawatts package contains a Java library, which aims to improve the usability of CRIU mechanisms from Java applications.
The eXpress Data Path (XDP) feature, which provides access to the received packets before the kernel networking stack processes them. Red Hat supports XDP only if it is used through the libxdp library.
With this enhancement, the makedumpfile now includes the Zstandard (zstd) compression capability, which provides high compression ratios. This improvement helps specifically on large memory systems.
The zstd compression capability now has a good balance between the vmcore dump size and the compression time consumption as compared to prior compression ratios. As a result, the improved compression mechanism now creates a smaller vmcore file with an acceptable good compression time.
numatop is a tool that tracks and analyzes the behavior of the processes and threads running on NUMA systems and displays metrics which can identify NUMA-related performance bottlenecks.
numatop uses Intel performance counter sampling technologies and associates the performance data with Linux system runtime information, to provide analysis in production systems.
This update adds the kexec_file_load system call for the 64-bit ARM architecture. It provides an in-kernel kexec loader for kdump. Previously, the kernel prevented the loading of unsigned kernel images when the secure boot option was enabled. The kdump mechanism would first try to detect whether secure boot is enabled and then choose the boot interface to run. Consequently, an unsigned kernel failed to load with secure boot enabled and kexec_file_load() specified.
The following example shows the --dry-run and --show-stats usage:$ makedumpfile --dry-run --show-stats -l --message-level 7 -d 31 /proc/kcore dump.dummy
Note that the dump file size may vary depending on the system state at the time of panic and the estimate provided by the options may differ from the actual state.
The kexec-tools package now maintains the default crashkernel memory reservation values. The kdump service uses the default value to reserve the crashkernel memory for each kernel. This implementation also improves memory allocation for kdump when a system has less than 4GB of available memory.
To isolate tasks that need a whole core. For example for tasks in real-time environments, or for tasks that rely on specific processor features such as Single Instruction, Multiple Data (SIMD) processing
The kernel-rt sources have been updated to use the latest Red Hat Enterprise Linux kernel source tree. The real-time patch set has also been updated to the latest upstream version, v5.15-rt19. These updates provide a number of bug fixes and enhancements.
Metrics for POWERPC hv_24x7 nest events are now available for perf. By aggregating multiple events, these metrics provide a better understanding of the values obtained from perf counters and how effectively the CPU is able to process the workload.
RHEL 9 delivers updated Intel® Ethernet Protocol Driver for RDMA (IRDMA) for the X722 Internet Wide-area RDMA Protocol (iWARP) device. RHEL 9 also introduces a new E810 device that supports iWARP and RDMA over Converged Ethernet (RoCEv2). The IRDMA module replaces the legacy i40iw module for X722 and extends the Application Binary Interface (ABI) defined for i40iw. The change is backward compatible with legacy X722 RDMA-Core provider (libi40iw).
RHEL 9 introduces the lacp_active parameter for the bonding kernel module. This parameter specifies whether to send Link Aggregation Control Protocol Data Unit (LACPDU) frames at specified intervals. The options are as follows:
This is a print of the patent drawing for an F14 Tomcat patent. The original patent has been cleaned up and enhanced to create an attractive display piece for your home or office. This is a great way to put your interests and hobbies on display. Wonderful gift idea as well.
Canvas prints are printed with UV-protected inks on museum-grade archival canvas (390 grams/square meter). They are mounted on a .75 inch wooden stretcher frame with pre-installed metal hooks. Canvas prints come ready to hang so there is no need to purchase a frame.
This is a print of the patent drawing for an F14 Tomcat patent. The original patent has been cleaned up and enhanced to create an attractive display piece for your home or office. This is a great way to put your interests and hobbies on display. Wonderful gift idea as well.
Canvas prints are printed with UV-protected inks on museum-grade archival canvas (390 grams/square meter). They are mounted on a .75 inch wooden stretcher frame with pre-installed metal hooks. Canvas prints come ready to hang so there is no need to purchase a frame.
After transiting the Strait of Gibraltar on 22 September 1973, John F. Kennedy paused briefly at Rota (23-24 September), relieved by Franklin D. Roosevelt, before she got underway to proceed to the North Sea. Transiting the English Channel on 30 September, the carrier crossed the Arctic Circle on 4 October during NATO exercise Swift Move, a nine-day evolution that combined the efforts of more than 20,000 men, 34 ships, and 250 land and sea-based aircraft from Canada, the Netherlands, Norway, Denmark, the Federal Republic of Germany, the United Kingdom and the United States. Afterwards, on 10 October 1973, John F. Kennedy put in to Edinburgh, Scotland, where, the following day, a fire in a storeroom damaged steam pipe lagging and electrical wiring for her number three catapult – with all repairs completed by the ship’s force within 72 hours.
John F. Kennedy had originally been slated to return home after her three-day visit in Edinburgh, but another crisis in the Middle East reared its head when Egyptian and Syrian forces launched a surprise attack on Israel on 6 October 1973 in The Yom Kippur War. Accordingly, John F. Kennedy sailed from Edinburgh on 13 October in company with guided missile frigate Dale (DLG-19), guided missile destroyer Richard E. Byrd (DDG-23), and destroyer Sarsfield (DD-837), supported by the oiler Caloosahatchee (AO-98). The carrier and her consorts proceeded to a holding area 100 miles west of Gibraltar, to assume an alert position to respond to the crisis in the Middle East.
On 25 October 1973, the day after the completion of the program to fly A-4 Skyhawks to Israel, staging them through the Azores andFranklin D. Roosevelt (on station south of Sicily) John F. Kennedy (which had been earmarked to support those flights if required), received orders to rejoin the 6th Fleet, and entered the Mediterranean. The ship’s entering the Med reflected the middle-level alert ordered for U.S. forces world-wide after the Soviet Union reportedly planned a unilateral move of troops into the Middle East to monitor the shaky cease-fire that had taken effect in the wake of the most recent conflict between Israel and her neighbors. John F. Kennedy prepared contingency weapons loads on 27 October.
Among the major projects undertaken over the ensuing months to provide the carrier with ASW capabilities and enable her to conduct combined air, surface and sub-surface warfare were the installation of the Tactical Support Center (TSC), designed as a module of the combat information center (CIC), to provide pre-flight planning, in-flight support, post-flight analysis, and mission evaluation for all ASW missions flown by the new Grumman S-3A Vikings and Sikorsky SH-3 Sea King helicopters; the satellite read-out equipment (SROE), to provide the tactical commander and his meteorologist “real time” weather data acquired and transmitted by the defense meteorological satellite system; and the versatile avionics shop test (VAST), an enhanced aircraft maintenance facility. In addition, since each embarked type of jet presented a unique problem to the ship’s aircraft-handling capability, the new Grumman F-14 Tomcat’s exhaust being hotter than that of the other aircraft’s and the S-3A’s higher than any other embarked plane’s due to the position of its engines, for example, the jet blast deflectors needed to be rebuilt to provide a larger protective surface and an improved cooling capability.
During this overhaul, John F. Kennedy experienced a turnover of people, too, of approximately 60 percent. Among those leaving was Captain Dixon, relieved on 24 May 1974 by Captain William A. Gureck.
John F. Kennedyleft dry dock at the end of June 1974, and remained in yard hands into late October, at the end of which time she conducted a fast cruise. On 12 November, she put to sea for her first post repair trial, and the following day recovered a VF-32 Tomcat (Modex 204, BuNo 159015) flown by Commander Jerry G. Knutson and Lieutenant (j.g.) David C. “Davy” Leestma, the first F-14 to land on board. Upon completion of those trials, John F. Kennedy returned to the yard and wrapped up her overhaul on 25 November, one week earlier than scheduled. On 26 November, she returned to Pier 12, Naval Station, Norfolk. The ship was redesignated from CVA-67 to CV-67 effective 1 December 1974.
Underway on 7 April 1975, John F. Kennedysailed for the Jacksonville operating area for a third stint of type training, during which, on 9 April, Commander Melvin E. Taunt, commanding officer of HS-11 (who had had to make an emergency landing in a farmer’s field in North Carolina just three days earlier after a massive transmission oil leak in his SH-3D), made an emergency water landing when another major oil leak forced him to ditch about seven miles from the ship, which recovered the downed Sea King in less than two hours with minimal damage. The following day, Major General Sayed Javad of the Imperial Iranian Air Force, came on board to observe F-14 Tomcatoperations.
On 15 April 1975, John F. Kennedysailed to participate in Agate Punch, an amphibious exercise conducted in the vicinity of Camp Lejeune, North Carolina. She also hosted a succession of visitors during that time that included not only flag officers but novelist Herman Wouk (21 April). John F. Kennedy’s air wing participated in multi-faceted operations during Agate Punch that ranged from air defense of the task force, ASW, and supporting a landing force. The evolution was designed to test the carrier’s close air support capability, but also provided the ship an opportunity to test the CV concept, as she operated continuously for 253 hours in an air, surface and sub-surface threat environment, recording 961 arrested landings. Tragically, in the closing phases of the exercises, on 25 April, a VA-34 Intruder crashed, killing Lieutenant (jg) Arthur K. Bennett III; Bennett’s bombardier/navigator, however, ejected and was safely recovered.
John F. Kennedy departed Norfolk on the afternoon of 28 June 1975 with CVW-1, consisting of nine squadrons: two of F-14A Tomcats (VF-14 and VF-32); two of A-7B Corsairs (VA-46 and VA-72); one of A-6E Intruders (VA 34); one of EA-6B Prowlers (VAQ -133); one of E-2C Hawkeyes (VAW-125); one of S-3A Vikings (VS-21); and one of SH-3D Sea Kings (HS-11), embarked. RVAH-1 was also assigned to the air wing, but due to deck congestion, was not embarked, remaining on alert in Key West, Florida, ready to deploy if needed.
The highlight of John F. Kennedy’s voyage to Rota occurred on Independence Day, 4 July 1975, when an E-2C Hummer from VAW-125 detected two Soviet Tu-95 Bear-Ds. They overflew the ship approximately 400 nautical miles west of the coast of Spain. Ironically, with all of CVW-1’s Tomcats temporarily “down” due to engine problems, the lot of interception fell to Corsairs, two A-7Bs from VA-46 and two from VA-72, the latter being flown by Lieutenant Michael Akin and Lieutenant (j.g.) Terry Rogers. The next day, the ship began a final cycle of refresher training prior to joining the 6th Fleet; during the second day of such work, 6 July, Lieutenant Commander Ronald T. Mears, of VA-46, had to bail out of his A-7B Corsair (side number 306) (BuNo 154487) five miles astern of the ship when his engine flamed out about 50 miles west of Rota. The Sea King piloted by Lieutenant Commander William C. Hunter and Lieutenant (j.g.) Trump, with Aviation Antisubmarine Warfare Operator 1st Class Wilmoth and Aviation Antisubmarine Warfare Operator Airman R.A. Arkie as rescue crewmen, had Mears in sight in six minutes, and recovered him, uininjured, two minutes later.
John F. Kennedygot underway from Augusta Bay on 5 August 1975. That day, an F-14A Tomcat (Camelot 100) (BuNo 159007) from VF-14 crashed after the ship’s number four arresting gear damper failed; Lieutenant Commander Carlton L. Lavinder, Jr., the pilot, and Lieutenant Bartholomew J. Recame, the NFO, both ejected safely. An SH-3D piloted by Lieutenant (j.g.) William E. Hoffman and Lieutenant Commander Marvin E. Hobbs, with Aviation Antisubmarine Warfare Operator 3d Class R.M. Davis and Aviation Antisubmarine Warfare Operator Airman S.R. Northcutt, rescued Lavinder and Recame and returned them to the ship.
Following her participation in National Week exercises during the first part of August 1975, during which time contingency forces were maintained for the potential evacuation of the approximately 100 U.S. government employees and 1,000 U.S. citizens in Lebanon during strife in that country, John F. Kennedy visited Bari, Italy, on 16 August. When high winds and heavy seas resulted in the cancellation of liberty for three days, the carrier’s embarked helicopters from HS-11 airlifted the 900-man liberty party and 12,000 pounds of mail between the fleet landing and the ship on 20-21 August.
Subsequently, John F. Kennedyconducted another cycle of operations before putting in to Naples on 27 August 1975 for a ten-day port visit, after which she returned to the eastern Med to prepare for Deep Express, a major NATO exercise that occurred in the Aegean Sea and on Turkish soil (22-27 September). With tensions in Lebanon still high, John F. Kennedy arrived at Kithira Anchorage, Greece, on 28 September on 36-hour alert for possible evacuation of U.S. citizens from Lebanon. During that time, the carrier stood ready to provide Marine and amphibious task group commanders with intelligence support needed to prepare for such operations that, fortunately, the situation did not ultimately require.
During the third such cycle of operations that began on 19 November 1975, on 22 November, at 2159 local time, the guided missile cruiser Belknap(CG-26), while maneuvering to take her station on John F. Kennedy during the night’s last recovery operations, collided with her approximately 70 nautical miles east of Sicily. On board the carrier, a severe fuel fire blazed up on the port side, and on her flight deck. Flight deck firefighters contained the fire there inside of 10 minutes, but a fire in a receiving room burned below for several hours. At one point, heavy smoke forced the evacuation of all the carrier’s fire rooms, forcing her to go dead in the water. Temporarily hors de combat, John F. Kennedy diverted all flights to Naval Air Facility Sigonella, with the exception of her embarked SH-3Ds from HS-11 that supported the unfolding rescue and relief operations.
John F. Kennedy’s overhanging angled deck, however, had ripped into Belknap’s superstructure from her bridge aft as the cruiser passed beneath it. JP-5 fuel from ruptured lines in the port catwalk sprayed onto severed electrical wiring in her gaping wound. Flames engulfed the damaged areas of the cruiser, and within minutes, Belknap’s entire amidships superstructure was an inferno. Shortly after the fire began, boats from other vessels operating with John F. Kennedy and Belknap began to pull alongside the burning ship, often with complete disregard for their own safety. Ammunition from Belknap’s three-inch ready storage locker, located amidships, cooked off, hurling fiery fragments into the air and splashing around the rescue boats. Undaunted, the rescuers pulled out the seriously wounded and delivered fire-fighting supplies to the sailors who refused to surrender their ship to the conflagration. Guided missile destroyer Claude V. Rickettsand destroyer Bordelon (DD-881) moved in on both sides of Belknap, their men directing fire hoses into the amidships area that the stricken ship’screw could not reach. Claude V. Ricketts moved in and secured alongside Belknap’s port side, and evacuated the injured while fragments from exploding ammunition showered down upon her weather decks. Frigate Pharris (FF-1094) closed in the carrier’s port side to provide fire-fighting assistance.
The next day, Rear Admiral Donald D. Engen, Deputy Commander in Chief, U.S. Naval Forces, Europe, embarked to conduct an investigation into the collision; and on 24 November 1975, having been deemed “operationally capable,”John F. Kennedy resumed flight operations in the Tyrrhenian Sea, using catapults one and two, while repairs proceeded on catapults three and four. The ship’s Fresnel lens having been destroyed in the collision with Belknap and the fire that ensued, John F. Kennedy’s landing signal officers employed a manually operated visual landing aid system (MOVLAS) rigged on the starboard side abreast the island. VA-72’s historian noted that the “boarding rates of all air wing pilots stayed consistently near 100%.” Admiral Engen convened a formal investigation on the morning of 25 November.
Putting to sea again on 4 December, John F. Kennedy conducted cyclic operations in the western Med (4-8 and 14 December) that book-ended a visit to Palma (9-13 December) and preceded a Poop Deck exercise with Spanish forces (15-16 December) and conducted Corsair strike and interdiction missions against French targets as well as CAP missions, and Tomcat interceptions of raiding Mirages and Jaguars (17-18 December). John F. Kennedy wound up those operations with CVW-1 conducting Phiblex 6-76, delivering live ordnance against the Capodanna target peninsula, simulating close air support for amphibious landings.
John F. Kennedy ultimately reached Barcelona on 22 December 1975. She spent Christmas there, and two on 27 December, returned to sea to begin a cycle of three days of flight operations to maintain pilot proficiency, after which she returned to Barcelona, where she remained over New Year’s.
During the voyage home, John F. Kennedy went on alert when a flight of two Bears neared the ship. Three E-2C’s maintained airborne radar contact and intercept control while two F-14s flew intercept and escort missions, providing the Soviet airmen with a demonstration of the capabilities of the newest naval fighter in the U.S. Navy’s inventory. The Bears retired and John F. Kennedy recovered her alert aircraft.
John F. Kennedy returned to Norfolk on 27 January 1976, and over the ensuing months received systems upgrades and engaged in intensive training. She received an interim tactical flag command center (ITFCC) and compartmented mode processing system (CMPS) equipment, serving as the test bed for both; her efforts proved beneficial to the enhancement of carrier operational systems.
During type training from 23 June to 2 July 1976, John F. Kennedy operated with the British aircraft carrier HMSArk Royal. During a second period of such evolutions, John F. Kennedy “entertained” a less welcome (but not altogether unfamiliar) kind of guest. On 21 July, two separate reconnaissance flights by pairs of Bears came into contact with the carrier. F-14’s escorted them, and many of the crewmen topside observed the Bears and their Tomcat escorts appear on the horizon aft of John F. Kennedy and fly along the starboard side approximately four nautical miles away.
On 2 September 1976, John F. Kennedy got underway for a North Atlantic deployment, with CVW-1 (VF-14 and VF-32, VA-34, VA-46 and VA-72, VS-32, VAW-125, VAQ-133, HS-11 and Light Photographic Squadron (VFP) 63) embarked, to participate in Joint Effort (3-10 September), Teamwork 1976 (10-23 September), and Bonded Item (8-10 October). These three major fleet exercises, involving approximately 200 ships from participating NATO countries, practiced and updated NATO operating procedures and provide practical applications of established command and control policies. Visits to a succession of ports: Edinburgh, (25 September – 1 October), Wilhelmshaven, Germany (4-7 October), Portsmouth, England (18-24 October), and Brest, France (27-29 October), punctuated the periods of operations at sea.
Two days later, on 14 September 1976, VF-32 lost a Tomcat some 60 nautical miles north of Scotland when an F-14 experienced “runaway engines” and began to skid across the flight deck. Lieutenant John L. “Lew” Kosich, the pilot (CVW-1 staff), mindful of the pack of aircraft spotted forward, alertly steered the Tomcat toward the deck edge. Just prior to the F-14 going over the side into 315 fathoms of water, Lieutenant (j.g.) Louis E. “Les” Seymour, the NFO, initiated command ejection, and both men landed on the flight deck with minor injuries. Three sailors from the flight deck crew suffered injuries in the mishap with the rampaging Tomcat, but recovered. Intensive deep-water salvage operations recovered most of the F-14A and the missile it carried.
During Bonded Item, John F. Kennedy landed several French Vought F-8 Crusaders on board as part of an exchange program, and on 26 October 1976, VF-32 flew mock engagements against their Gallic adversaries. As that squadron’s historian reflected later, “this type of dissimilar flying provided valuable aircrew training.”
John F. Kennedy sailed for the Mediterranean on 15 January 1977, with CVW-1 (the same squadrons with which she had deployed the previous summer and autumn) reaching Rota on 26 January and conducting turnover procedures with Nimitz (CVN-68). The next day, Rear Admiral Carroll, ComCarGru 2, and Commander, TF 60, transferred his flag from Nimitzto John F. Kennedy. On 29 January, the carrier changed operational control from 2nd Fleet to 6th Fleet.
John F. Kennedy then participated in NATO Exercise Locked Gate 1977 (29 January – 12 February 1977) that involved 40 ships from Canada, France, the Federal Republic of Germany, the Netherlands, Portugal, the United Kingdom, and Spain. The evolution, involving coordinated air, surface and subsurface operations, and all aspects of electronic warfare, demonstrated NATO’s resolve and ability to maintain control of the Strait of Gibraltar and deny access to the Med to hostile forces as well as protect allied countries along the rim of the North Atlantic. During Locked Gate, F-14As from CVW-1 intercepted a pair of Bear-Ds (“Bear Deltas”) southwest of Gibraltar in the Gulf of Cadiz on 5 February and escorted them during the time they were operating within 100 nautical miles of the ship.
John F. Kennedy sailed from Alexandria on 6 May 1977, and proceeded thence to Augusta Bay, Sicily, arriving on 8 May to replace her starboard anchor which had been lost on 26 March during the debriefing of National Week XXII. From 10-16 May, she participated in an ASW exercise, Dawn Patrol 1977, that combined ASW, photographic reconnaissance, and electronic warfare support, with surface and subsurface search coordination. Punctuating her participation in these evolutions, an RF-8G (Modex AB 601) from VFP-63, Detachment 2, crashed at sea immediately after launch on 11 May east of Sicily. Lieutenant Commander James S. Ozbirn, the pilot, officer in charge of the detachment, escaped injury and was retrieved by an SH-3D. Three days later, on 14 May, Captain Jerry O. Tuttle relieved Captain Mitchell as commanding officer of the ship.
John F. Kennedygot underway on 1 June 1977 for operations in the western Med. On 2 June, while refueling alongside oiler Marias,the two ships conducted an emergency breakaway after the destroyer Hawkins(DD-873), refueling on the other side of Marias, collided with the auxiliary. Happily, the carrier managed to avoid the oiler and damage to Mariasand Hawkins proved minimal.
After a port visit at Barcelona from 6-14 June 1977, operations at Salto Di Quirra Range on 16-17 June, a 36-hour exercise interjected into a 62-hour ASW operating period, and a 13-day port visit in Palma De Mallorca starting 23 June, John F. Kennedy began operations on 5 July in the western Med. After providing close air support for PhiblEx 7-77 (evaluating E-2C control of assault helicopters in an amphibious landing), the carrier visited Malaga (13-19 July).
On 19 July 1977, John F. Kennedy then proceeded to Rota where, from 19-22 July, she conducted turnover proceedings with Saratoga. Rear Admiral Schoultz, ComCarGru 2/CTF 60 broke his flag in Saratoga on 21 July, telling the crew of his former flagship: “The overall performance of JFK throughout the deployment has been outstanding and their accomplishments many. The combat and material readiness of the ship is higher than ever before and set a hallmark of excellence for all CVs to obtain.” Rear Admiral William B. Warwick, ComCarGru 4, broke his flag in John F. Kennedy later that day and the ship got underway, transitioning from 6th Fleet to 2nd Fleet operational control. During the transit home, the carrier was reconnoitered by a pair of Bear-Ds in the western Atlantic, intercepted and escorted, as before, by air wing F-14As while within 100 nautical miles of the ship. On 1 August 1977, John F. Kennedy moored at Pier 12; she remained there for the remainder of the year.
On 3 January 1978, Vice Admiral Howard E. Greer, Commander, Naval Air Force, Atlantic Fleet, arrived and awarded John F. Kennedy the Atlantic Fleet Battle Efficiency “E” for battle readiness. For the rest of January until 29 June, the ship carried out training and qualifying programs in local waters, interspersed with in-port upkeep. On 29 June 1978, with CVW-1 (VF-14 and VF-32, VA-34, VA-46 and VA-72, VAW-125, VS-32, VAQ-133, VFP-63, and HS-11) embarked, she began another voyage to the Med, one day of which (3 July 1978) found her under surveillance by old comrades, Soviet Bear-D’s, that in turn found themselves watched by
Ms.Josey 
Ms.Josey