Launch — Aviators take it as a matter of faith at launch the ‘cat’ will accelerate them from 0 to 160 mph in 200 feet at launch. If not, it's ejection time before impacting the ocean. You have the end of two to three seconds to decide whether you're flying or ejecting.
Recovery — Aviators are faced with a postage stamp sized landing area that is moving away from them at 35 knots. The landing area itself is roughly 80 feet wide by 250 long. Your approach speed is roughly 160 mph with a very steep glide slope. The idea is to hook the No. 3 arresting wire [perfect trap]. If you miss the wires for any reason, you give the bird full throttles so your ‘bolter’ can take off and set up for another pass. Day light traps are usually no problem. Night carrier landings can (and do) get very serious when: 1) the wind and sea state get aroused: 2) that causes the carrier deck to pitch, yaw, and roll; and 3) our aviator's pucker factor really pegs the red line when the carrier goes tactical and the only lights are those for landing and all electronic emissions are shut down. The Navy measured its aviator's reactions under night carrier landings under these three conditions and not even combat spiked adrenaline flows like these conditions.
Tanking -- Sometimes even the best aviators can't get aboard and they have to get fuel. at least one bird is up carrying a 'buddy store' carrying a hose reel and extra fuel. The thirsty jet then takes on enough fuel using the probe and drogue system to execute three more landing attempts. Missed traps and tanking to get fuel actually boost the stress level because the aviator knows he's either got to land his 'bird on the boat' or eject into the inky black darkness over the ocean.
Those countries wanting to do carrier operations are going to find there is a very unforgiving and fatal learning curve associated with such flying.