I flew aboard the USS Nimitz in the mid-1980's in the A7-E corsair. The A7-E was difficult to land because of its turbofan jet engine. You never wanted to find yourself in close, high, with too much power. Your only option at that point, if you haven't been waved off, is to make a big correction by coming back on the throttle. Your correction will be too great, and then you find yourself low and slow, with no power on the aircraft. The LSO knows all this and so is encouraging you to keep the power on, but then you hit the burble behind the deck and drop out of the sky, most probably when you are coming on with military power. Then there is eternity. The engine takes seconds to spool up as you are sinking lower. The ball has been red for quite a while, and possibly disappeared off the OLS. Now the LSO is not encouraging you anymore, but screaming "Wave off! Wave off!." So better not to be here.
One of my squadron mates was always in the top 8 in grades for landing on the ship. He was good. He taught me 2 things. One, keep power always on the aircraft if it is the A7. Nudge the throttle up. It will want to take you high and so push it down gently with the stick. Fly your approach always just a little fast.
Second, he advised that I use the Link-4A system, or ACLS (Automatic Landing System). This is mentioned in the post by @passel. So the ACLS system was a computer controlled approach. Pilots didn't use it because close in it could do some weird stuff to you, such as make large corrections and scare the flight suit off of you. He used it all the time at night, and confirmed those fears, but he also said you can recover from these sorts of glitches. I think the reluctance of pilots to use it was more about control than anything else. Carrier jet pilots have specific personalities, and the ACLS had a mythology surrounding it.
The other reason it wasn't used was that it was severely degraded in rain because the wavelength of the radar needed to control the aircraft was small enough that it would jump to the rain at times. Not sure what they have today. But like @passel, I was a bit surprised it wasn't mentioned. I swore by it.
There were several issues with taking an ACLS approach. First, if you took it to touchdown you didn't get a grade for your landing, and my goal was always to be in the top 8. But, also there were 2 sorts of ACLS approaches you could request: (1) Mode I all the way to the deck, and (2) Mode II to be dropped from control at 30 seconds to impact, I mean trap. He told me to take the Mode II approach, because it will set you up on glide path and on airspeed, then don't touch anything and you will get an OK 3 wire. If nothing else, make only small corrections and get your OK 3 wire.
I became a dedicated fan of ACLS approaches and marveled at the control inputs as I sat there watching the approach. Kind of like watching a computer play chess. Absolutely amazing. No big corrections and everything done on time and fast. Dropped you at in close all set up with a solid green ball. What was difficult about the approach is that you didn't have the mind-tactile sense of making the control inputs yourself down the pike and it was difficult to stay up with the aircraft. It took a different sort of discipline that had to be practiced. At times it would happen that for some reason or another I might get dropped earlier than 30 seconds, and if my mind wasn't right there I would be playing catch up all the way to the deck. That was often a difficult approach.