Naval Aviation is the application of manned military air power by navies, including ships that embark fixed-wing aircraft or helicopters. In contrast, Maritime Aviation is the operation of aircraft in a maritime role under the command of non-naval forces such as the former RAF Coastal Command or a nation's coast guard. An exception to this is the United States Coast Guard, which is considered part of U.S. Naval Aviation in the same manner as the aviation assets of the United States Navy and the United States Marine Corps.
Naval aviation is typically projected to a position nearer the target by way of an aircraft carrier. Carrier aircraft must be sturdy enough to withstand demanding carrier operations. They must be able to launch in a short distance and be sturdy and flexible enough to come to a sudden stop on a pitching deck; they typically have robust folding mechanisms that allow higher numbers of them to be stored in below-decks hangars. These aircraft are designed for many purposes including air-to-air combat, surface attack, submarine attack, search and rescue, materiel transport, weather observation, reconnaissance and wide area command and control duties.
In the United States military, Marine Aviation is often supported by Navy's Amphibious assault ships and associated Navy personnel. Conversely, selected Marine Corps squadrons and aircraft have often integrated, operated and deployed with the U.S. Navy's carrier air wings aboard aircraft carriers. This has historically included Marine Corps F-4 Phantom II and A-6 Intruder aircraft, and continues today with Marine Corps F/A-18 Hornet and EA-6B Prowler aircraft under an arrangement known as Tactical Air Integration.
U.S. naval aviation began with pioneer aviator Glenn Curtiss who contracted with the Navy to demonstrate that airplanes could take off from and land aboard ships at sea. One of his pilots, Eugene Ely, took off from the USS Birmingham (CL-2) anchored off the Virginia coast in November 1910. Two months later Ely landed aboard another cruiser USS Pennsylvania (ACR-4) in San Francisco Bay, proving the concept of shipboard operations. However, the platforms erected on those vessels were temporary measures. The U.S. Navy and Glenn Curtis experienced two firsts during January 1911. On January 27, Curtiss flew the first seaplane from the water at San Diego bay and the next day U.S. Navy Lt Theodore G. “Spuds” Ellyson, a student at the nearby Curtiss School, took off in a Curtiss “grass cutter” plane to become the first Naval aviator. Meanwhile, Captain Henry C. Mustin successfully designed the concept of the catapult launch, and in 1915 made the first catapult launching from a ship underway. Through most of World War I, the world's navies relied upon floatplanes and flying boats for heavier-than-air craft. Genuine aircraft carriers did not emerge beyond Britain until the early 1920s.
Other early operators of seaplanes were France, Imperial Germany and Czarist Russia. The foundations of Greek naval aviation were set in June 1912, when Lieutenant Dimitrios Kamberos of the Hellenic Aviation Service flew with the "Daedalus", a Farman Aviation Works aircraft that had been converted into a seaplane, at an average speed of 110 km per hour, achieving a new world record. Then, on January 24, 1913 the first wartime naval aviation interservice cooperation mission, took place above the Dardanelles. Greek Army First Lieutenant Michael Moutoussis and Greek Navy Ensign Aristeidis Moraitinis, on board the Maurice Farman hydroplane (floatplane/seaplane), drew a diagram of the positions of the Turkish fleet against which they dropped four bombs. This event was widely commented upon in the press, both Greek and international.
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