Digitized by the Internet Archive
UNITED STATES ARMY MATERIEL COMMAND
WASHINGTON, DC 20315
AMC PAMPHLET Number 385-108 JULY-AUGUST 1972
The Safety Digest is an AMC Pamphlet prepared by the Safety Office, Headquarters, US Army
Materiel Command. Its purpose is to disseminate information which can materially influence
and improve safety programs at all Command establishments.
Articles are included to supplement technical knowledge as well as practical knowledge gained
through experience. They provide a basis for the further refinement of safety measures already
incorporated in operating procedures and process layout. To achieve maximum effectiveness, the
Safety Digest should be given widespread circulation at each AMC establishment.
Articles appearing in the Safety Digest are unclassified and are not copyrighted. They may be
reproduced as desired in order to bring pertinent accident prevention information to the atten-
tion of all employees. The Army Materiel Command Safety Digest should be given a credit line
when articles are extracted.
Unclassified material believed to be of interest or benefit to other establishments is welcome for
publication in the Safety Digest. Please send articles for review to: US Army Materiel Command
Field Safety Agency, Charlestown, Indiana. If possible, include pictures, charts, drawings, and
illustrations that clarify and heighten interest in your presentation.
FOR THE COMMANDER:
Chief, HQ Admin Mgt Ofc
CHARLES T. HORNER, JR.
Major General, USA
Chief of Staff
IN THIS ISSUE
IN THIS ISSUE ii
A SUCCESSFUL MARRIAGE— SAFETY AND TRAINING 1
NEW CUMBERLAND ARMY DEPOT RECEIVES GOVERNOR’S TRAFFIC SAFETY
SAFETY AWARD 4
SYSTEM SAFETY TESTING 5
SAFETY SHOES... A PROVEN WINNER 9
ALCOHOL, VISION, AND DRIVING 10
UNTRAINED WORKER LOSES FINGER 13
WORKER INJURED IN METAL PARTS FORMING OPERATION 14
TRACTOR TUMBLES INTO PIT 15
UNTRAINED + UNAUTHORIZED - AMPUTATION 16
ONLY FOUR FEET TO THE GROUND 16
MINI-BIKES — FUN OR? 17
SAFETY AND SEX 19
YOU’RE DEAD RIGHT 21
IFR PROFICIENCY THROUGH PRACTICE 23
MATERIAL AND EQUIPMENT EVALUATIONS - 81 MM MORTAR CELCON
SEAL PRODUCTION 24
SAFETY GLASSES SAVED EYES 28
TACOM “zero in ” ON SAFETY DISPLAY 29
DO YOU KNOW? 30
NEW PUBLICATIONS 31
WELL DID YOU KNOW? 32
SENECA SAFE DRIVERS 34
A SUCCESSFUL MARRIAGE— SAFETY AND TRAINING
Murle L. Syndow, Training Supervisor
Mason & Hanger - Silas Mason Co., Inc.
Cornhusker Army Ammunition Plant
No single type of promotion can sell safety day after day, month
after month. And, written prose, no matter how beautifully or colorfully
produced, will not effectively touch all individuals alike. What may
bring acute safety consciousness to one employee, or to one work area may be
completely ignored in the next building.
A successful safety program needs the constant and wholehearted co-
operation of the Safety Department AND the Training Department. The Train-
ing Department can AND SHOULD serve as "Public Relations" to help heighten
the safety interest in ALL plant employees. At the Cornhusker Army Ammu-
nition Plant, these two Departments are under the same Division Manager;
they are housed in adjacent offices; and, they work closely together in
ALL phases of safety.
While the Safety Department is planning the annual Master Accident
Prevention Program, they contact Training for suggestions as to how the
various sub-topics can best be presented.
The CAAP Training Department distributes a Weekly Management Memo to
all foremen and supervisors. Both sides of this weekly sheet contain
short items of interest to every level of plant management: Latest news
items from the various work areas, suggestions for improving management
traits or characteristics, and a continual stress on every aspect of plant
However, a sincere and lasting interest in safety must be developed
by methods other than sending out pages of printed material (although the
printed pages make fine visual evidence for visiting auditors). The CAAP
Training Department also makes 10- to 15- to 20-minute colored slide pro-
grams to coincide with the monthly safety themes. These programs are
available to supervisors for use in safety meetings.
Canned programs developed by a neutral company a thousand miles away
are good -- but any picture program developed in your own plant -- with
your own personnel on the screen -- well, that's the way to go!
Sure, the employees know that many of the shots were staged, but they
also recognize the scenery as their work areas and they recognize the
'ictor^' as being their people. These two personal touches cannot be equaled
by any other type of safety publicity no matter how well it is written and
no matter how beautifully it is printed!
When you're presenting the program, it doesn't hurt to tell the
viewers some of the difficulties that were encountered in producing this
month's "epic." The average viewer will appreciate the trouble that
management has endured to develop a special safety topic for them.
Producing such a colored slide program is as simple as 1 - 2 - 31
1. Place a thought, an idea, a concept into an outline form.
Visualize 60 or 80 or 100 pictures in sequence to sell this topic.
2. Take your colored slides; try shots at different angles; if a
new twist evolves itself during photography, don't be afraid to deviate
from your original outline of slides.
3. After you have your completed slides in order, write a script
to match the pictures. Use each slide for at least five or six seconds;
never keep one slide on the screen for more than 15 seconds.
For some of our programs, we read the script aloud as we present the
slides. For other programs, we make tape recordings -- sound effects and
Days afterwards we hear the people talking about these colored slide
programs. No one remembers a printed page that long. It is indeed true
-- a picture is worth a thousand words. The marriage of Safety and Train-
ing will never be annulled.
If you're looking for a safety program that is exciting and different,
we'll be glad to loan you a set of slides and a script for each of the
programs listed below so that you can locally adapt that thought or con-
cept into a safety program produced by your own plant for your own people.
Fire Safe - Fire facts leading to home fire safety
Home, Sweet Home - Safety hazards around any home (11 min.)
Nothing Old-Fashioned - General importance of safety (15 min.)
The Round Trip - Driving to and from work each day (15 min.)
Safety Sad-istics - Local, State and National accident facts
Steps to Safety - Safety hazards ready to 'trip' you up (15 min.)
A review of AMC accident experience during recent months reveals that
our old nemesis, "falls," continues to be the leading source of injury
throughout the command. Statistically speaking, efforts to reduce the fre-
quency of fall injuries have been fruitless.
Group analysis of AMC accident records since August 1962 gives
credence to the well-publicized problem of falls. As noted in the data
below, falls account for approximately one of every four injuries in AMC.
Per Cent of All
Inis. & Fatals
* Excluding July 1962
** Thru March 1972
One out of four! Hardly a commendable average in any sport as it is
considered LOW or mediocre, yet in safety circles, such a ratio is indeed
Nationwide accident and injury statistics are quite comparable to
those of AMC in the area of falls. For example, falls resulted in 29.7
per cent of injuries suffered by the 1,000,000 personnel work force of the
Bell System during 1969. Periodic reports from the National Safety Council
indicate that one of every four injuries is the result of a fall. Approxi-
mately 190,000 people died from falls in the United States from 1962
The aforementioned statistical data should be sufficient to convince
even the most skeptical of persons that falls are a problem of utmost con-
cern. President Nixon's "ZERO IN on Federal Safety" program stresses the
identification of primary injury-producing conditions and elimination
thereof. Falls, then, present an easily discernible target for immediate
attack by all AMC installations and activities.
NEW CUMBERLAND ARMY DEPOT RECEIVES
GOVERNOR’S TRAFFIC SAFETY AWARD
On 16 December 1971, COL Thomas B. Mahone , Jr. (second from right),
Commanding Officer, New Cumberland Army Depot, was presented the
Pennsylvania Governor's Traffic Safety Award at a ceremony in the
Governor's reception room. The award was presented in recognition of the
depot's participation in the promotion of Highway Traffic Safety during
the year. Others in the photo are (left to right) William B. Blake,
Deputy Secretary for Safety Administration; Jacob Kassab, Secretary of
Transportation; and Julius A. Trombetta, Director of Traffic Safety.
SYSTEM SAFETY TESTING
During the period January-August 1971, seven laser-equipped M60A1E2
tanks were subjected to rigorous tests at the U. S. Army Armor and
Engineer Board, Fort Knox, Kentucky.
The tanks were tested by 35 trained tank crewmen over a combination
of cross-country terrain and paved and unpaved roads, accumulating a total
of 20,000 test miles. During this period 4,000 rounds of 152mm conven-
tional ammunition and 180 Shillelagh missiles were fired. This effort ex-
pended approximately 85,000 man-hours.
Subject test was one of the most extensive ever conducted by the
Armor and Engineer Board, and it is considered to have achieved maximum
results from both equipment performance and personnel safety standpoints.
The aforementioned test is an example of the type of testing that is
conducted by the Army during development and acquisition of materiel. The
Army conducts one of the world's largest and most comprehensive testing
programs to insure that the safest and most effective equipment possible
is made available to the using personnel.
The intent of this article is to discuss the principal test plans and
tests that take place as a system progresses through its life cycle and the
system safety input for each phase of the testing program.
Prior to the testing of any materiel, long range plans must be made
and coordinated by the preparation of a preliminary system development
plan. This document, which is based on the system materiel need (MN) , in-
cludes an initial testing plan called the Coordinated Test Program (CTP) .
This CTP is initiated, coordinated and maintained current by the develop-
ing agency. It contains a description of all testing contemplated for the
item/system being developed to include test objectives, testing schedules,
environmental tests required, funding, and test support requirements. It
will be a subject of review at each in-process -review (IPR) . In other
words, the CTP is the plan that outlines the tests that will be conducted
to determine whether the item meets the requirements specified in the MN.
System safety engineering input to the coordinated test program would
include the following:
1. Forecasting of system safety test requirements for inclusion
in the initial CTP.
2. Participation in the system development plan IPR.
During the contract definition phase of the life cycle, the CTP
should be updated. This action should include review and updating of the
tests to be performed by Government and contractor personnel and materiel
support requirements to support tests and test specifications. It must
also be assured that the plan includes such general concepts as time
schedules, location of tests, quantities and availability of items to be
tested, and basic government and contractor support required for perform-
1. Developmental Suitability Test.
2. Engineer Design Test.
3. R&D Acceptance Test.
4. Engineering Test.
5. Expanded Service Test.
6. Preproduction Test.
7. Initial Production Test.
The system safety input at this stage should include:
1. Identification of safety testing for design evaluation and
2. Participation in system requirements reviews with each con-
tractor to assess contract definition test objectives.
3. Participation on source selection evaluation board to evaluate
proposal of test implementation.
The CTP as refined and updated will be included in the plan forTfie
system development contract.
That portion of the CTP that encompasses the major materiel tests
conducted during the development phase is called the development acceptance
(DEVA) test plan. Tests that could fall into this category are:
1. Engineer Design Test.
2. Contractor Demonstration.
3. R&D Acceptance Test.
4. Engineering Test.
5. Expanded Service Test.
The engineer design tests are conducted under controlled conditions
for the purpose of collecting design data, confirming preliminary concepts
and calculations, and for determining the compatibility of components.
Contractor demonstration tests are usually conducted by the develop-
ing contractor to indicate attainment of significant performance character-
istics specified in the development contract.
The research and development acceptance test is conducted to determine
whether the developer has fulfilled the specifications of the development
contract. Acceptance of the item for engineering tests is contingent upon
meeting the requirements of this test.
System safety effort during the above tests should have been directed
toward the following:
1. Providing safety evaluation of test equipment.
2. Maintaining liaison and surveillance over the contractor's
3. Providing a brief on system safety status at the design
characteristics review (Prototype IPR) .
4. Preparing a safety statement.
The safety statement (AMCR 385-12) is a summary of the data collected
and evaluated during design and development phases and available prior to
engineering tests. It expresses the opinion of the developing agency re-
garding the hazards and safety limitations that may be presented by the
system. It also includes recommended actions to minimize these hazards
and to reduce the exposure of personnel.
The U. S. Army Test and Evaluation Command (USATECOM) is responsible
for the establishment of the engineering test objectives, preparation and
approval of the plan of test, and processing and distribution of the test
report. Engineering tests determine the technical performance, reliability,
maintainability, endurance and safety characteristics of an item or system
and its associated tools and test equipment as described in the MN. The
results of the tests should also provide sufficient information to deter-
mine the relative safety of the item in the hands of Army troops and the
suitability of the item for Expanded Service Tests.
System safety inputs at this stage encompass the following:
1. The safety statements will be used by USATECOM to integrate
safety into test design, planning and procedures.
2. USATECOM will notify the developing agency of any new or
significant hazards encountered during tests.
3. A safety release will be prepared. This is a summary of the
safety information collected during the engineering test phase. It pre-
sents the specific hazards of the system, together with the operational
limitations and action necessary to reduce the hazards and exposure to
expanded service test personnel. This is not to be confused with release
of the item for issue to the field.
4. A report of engineering test is made available at the DEVA IPR.
As was the case with the engineering tests, TECOM is responsible for
the establishment of the expanded service test objectives, test plan, and
report of test. The expanded service tests determine to what degree the
item or system and its maintenance test package meet the characteristics
described in the MN. The tests are conducted using personnel who are
representative of those who will operate and maintain the equipment in the
The system safety engineering input is to insure that the safety con-
firmation is issued. This is a statement prepared by USATECOM consolidat-
ing findings from the engineering and expanded service test reports and
indicating the degree to which the item meets the safety requirements es-
tablished by the MN. The safety confirmation will recommend limitations,
warnings and precautions necessary for the safety of personnel.
This concludes our discussion of the types of tests conducted during
the concept and development phases of a system life cycle. In the next
article we will discuss that group of tests and plans that are conducted
during the production phase.
SAFETY SHOES. .A PROVEN WINNER
Mr. Ernest F. Doyle, a processor in the Electronics Division,
Letterkenny Army Depot, was moving a suspended load of parts by means of a
monorail electric hoist. The basket and its contents weighed approxi-
mately 1,300 pounds.
As he approached a degreasing tank, the hoist contacted a "dead" spot
and stopped its movement. Mr. Doyle tugged at the basket in an effort to
nudge it past the dead spot.
This manual movement caused
the drum brake to lose its
tension, thus permitting the
cable to unreel and causing
the basket to drop, striking
the operator's left shoe.
Mr. Doyle was not injured.
Safety shoes win again!
Another believer is Clifford
Kaufman, a munitions handler at
Seneca Army Depot. Kaufman, left,
explains to Mr. William Benjamin,
Depot Safety Director, how safety
shoes prevented serious injury when
an igloo door struck his foot.
ALCOHOL, VISION, AND DRIVING
What effect does alcohol have on driving ability? How does alcohol
affect vision while driving ?
■ A Major Factor : Alcohol is generally conceded to be a major factor
in half of all fatal traffic crashes. This includes both drinking drivers
and drinking pedestrians. As the concentration of alcohol in the blood
increases, the likelihood of a driver or pedestrian being involved in a
traffic accident increases greatly.
Safe and skillful driving depends on:
Getting a clear picture of the traffic scene;
Making a correct interpretation of the traffic scene by the brain;
Making the proper response.
The effect of alcohol on the physical response of an individual is
usually obvious. His reaction time is slowed; he lacks coordination;
his speech may be slurred; and he may exhibit overconfidence. The effect
on vision is not so obvious; yet, 85% to 90% of the information we receive
concerning the traffic scene comes through the eyes . Without a clear pic-
ture, accident-free driving is impossible.
" Alcohol >s Effect on Vision : How does alcohol affect each element of
the seeing process? Alcohol usually has a relaxing effect resulting in
less voluntary control over all general body musculature. The delicate
control of the fine, discrete muscles which move and focus our eyes is
particularly affected by alcohol.
In order to see clearly, the right amount of light must reach the
retina. This is controlled by the pupil which acts like a camera shutter.
The opaque iris (colored portion of the eye) closes the pupil opening
(black area) so that on bright days the size of the pupil is reduced to
limit the amount of light entering the eye and thus protect the retina.
At night the pupil is enlarged to allow the maximum amount of light to
enter. Normally, it takes one second for the pupil to constrict and
respond to the glare of oncoming headlights. It takes seven seconds
after exppsure to headlight glare for the pupil to once again adapt to
the dark conditions. This recovery action is slowed by alcohol. It may
be one of the main reasons for the higher nighttime accident rate.
To obtain a clear picture, the rays of light must be focused on the
retina in the back of the eyeball. This is accomplished by means of the
lens of the eyes. The shape of the lens is determined automatically by
the ciliary muscle which surrounds the lens and brings objects, both far
and near, into sharp focus. If this muscle is relaxed by alcohol, then
a distortion of light rays appears on the retina and, in turn, an inter-
ference in the neural impulses sent to the brain results in a faulty or
fuzzy picture of the traffic scene.
The retina is made up of millions of rods and cones, each connected
by a nerve fiber which runs to the brain. Nerve (neural) impulses are
sent to the brain along these nerve fibers to transmit the picture focused
on the retina. The retina takes the place of film in a camera. The cones
can transmit color while the rods transmit only dark and light. Acuity is
greatest in the macular area (center of the retina where most light rays
are focused) where the cones are most dense. Details such as traffic signs
can be seen in this area. Alcohol, or any other drug which reduces the
supply of oxygen in the bloodsteam, .can impair the sensitivity of the
cones which, in turn, diminishes visual acuity. At low levels of illumi-
nation, most of the seeing is accomplished by the rods with some help
from the cones. This is why visual acuity is reduced more than one-half
at nighttime. For example, a person with 20/40 daytime acuity may have
only 200/100 vision at night, even less under the influence of alcohol or
A Cause of Double Vision : So far we have discussed only the factors
affecting seeing with one eye. However, the best vision is obtained when
the two eyes work together. To do this, both eyes must be looking at the
same spot at the same time -- directed to the same point in space. This
is accomplished by six muscles attached to each eye which automatically
point the eye to the object to be seen. When these muscles are relaxed
by fatigue, drugs, or alcohol, the two eyes may not be focused on the same
point. The result is double vision. The brain in this case can do one of
two things. If one image is weaker, that image may be ignored (suppressed)
and you will be using only one eye -- causing poor depth perception. On
the other hand, if both images are seen and interpreted by the brain,
you will be seeing double. You may see two cars approaching or two sets
of headlights and not know which one to avoid and which to ignore.
For some people, alcohol can cause uncontrolled rapid oscillation of
the eyeballs, making good vision almost impossible. With properly coordi-
nated eyes, driving ability is enhanced as two images tend to reinforce
Judging Distance ? The ability to move from one lane to another is
dependent upon the ability to judge distance. This is accomplished
largely as a result of the brain receiving two slightly different images
from the two eyes. If there is sufficient alcohol in the blood to pre-
vent the two eyes from working together, the results are a double image
or suppression of one image. In either case the ability to judge distance
will be greatly reduced.
Reduces Peripheral Vision : While looking straight ahead, you can
notice objects at the side even though you cannot see them clearly. A
study by the British Medical Research Council indicated that the score
on a f ie ld-of-vision test fell off 307, for a blood alcohol concentration
of .055%. The reduction of your visual field will make it more diffi-
cult to see potential hazards on either side. Speed also has an adverse
effect on the field of vision. Most drivers fail to realize that at 30
MPH, a driver has reduced his side vision by 25%. At 45 MPH, he has
reduced his side vision by 507>. At speeds over 60 MPH, he is literally
driving down a "vision tunnel." So, when you add the effects of alcohol
to the decrease in field of vision caused by speed, you can see how the
driver’s field of vision is greatly reduced.
More Difficult to Distinguish Colors : The cones in the retina make
it possible to distinguish between red and green. This is important,
especially when approaching traffic signals. When the sensitivity of
these cones is decreased by alcohol, it becomes more difficult to dis-
tinguish colors. Also, if visual acuity is affected, images will be
blurred, and two adjacent colors may appear as a blur.
Makes Seeing at Night Difficult : Seeing at night does not involve
so much the seeing of small details as the detection of objects in the
field of view. At normal nighttime illumination, this involves the use
of both the rods and cones. Many factors affect the ability to see at
night, one of these being alcohol. At night there is little light to
stimulate the rods and cones. Anything which decreases their sensitivity
makes seeing at night more difficult. Studies at Indiana University indi-
cate a blood-alcohol concentration of 0.12% reduces the distance a pedes-
trian can be seen by a driver at night by about 20%. In many cases, this
is enough to make the visibility distance less than the stopping distance.
Seeing Properly is Necessary for Driving Safely : Good vision is the
net sum of all of these factors which make efficient seeing. Since see-
ing properly is a fundamental necessity for driving safely, it is impossi-
ble to deny the obvious conclusion -- drivers with visual abilities
impaired by alcohol are a traffic hazard and are likely to be involved in
serious traffic accidents.
Reference: Alcohol, Vision and Driving, American Automobile Association -
Traffic Engineering and Safety Department, March 1971
© 6 *****
UNTRAINED WORKER LOSES FINGER
A crew leader was instructing a line worker in the operation of a
taping machine used in packing out 60mm illuminating mortars. The machine
taped the cap of the fiber container to the container itself.
In demonstrating how the job was to be performed, the crew leader
taped several rounds himself and cautioned the worker to keep her hand
from under the taping head as it descended toward the container.
The line worker then sat down at the machine while the crew leader
left to activate a conveyor switch. Before the crew leader returned, the
line worker attempted to tape a container. She inadvertently placed her
left index finger at the end of the container and, as the machine cycled,
her finger was pinned between the container and the end clamp. She suf-
fered an amputation of the distal phalanx, left index finger.
Accident analysis data indicated that the worker did not have suffi-
cient training in the machine's operation and was unable to recognize the
hazard of placing her hand near the point of operation.
Corrective action taken to prevent recurrence of similar accidents
included the following:
1. Spacing between the end clamp and container will be reduced
to the minimum tolerance which will permit a container to enter the taping
cradle, thus reducing the pinch-point area.
2. The microswitch in the bottom of the taping cradle will be
adjusted so the machine will activate each time a round enters.
WORKER INJURED IN METAL PARTS FORMING OPERATION
An engineering technician was forming metal parts on a hydraulic
arbor press. After cutting approximately 20 parts, the worker noticed
that the cuts were not clean at the pressure being utilized (60 tons --
4,300 psi). On the next blank to be cut, the technician increased the
pressure to approximately 80 tons, at which point the metal cup ruptured,
propelling metal fragments about the work area. One of the slivers struck
the worker in the throat causing a deep laceration.
The specific set-up for the operation consisted of a metal cup (tool
steel), 2 7/8" diameter, 2 1/16" high, 1 7/16" deep, with a 9/16" bottom
and a 5/6" wall thickness. A 2 3/32" diameter rubber disk of 1" thickness
was placed in the steel cup, and a steel blank of .010" thickness was
positioned on the rubber disk. After placing a steel die on the blank,
the hydraulic ram was lowered, pressure was applied and the desired part
The die normally used had been
borrowed by another employee and not
returned. The metal cup involved in
the accident was of lesser strength
than the metal cup the operator had
originally fabricated for the job.
Fragments of the broken cup are shown
in the photo at right.
A Rockwell test was made on the
cup to determine hardness. Results
showed the cup to be soft (C-10); however, a flat had been machined into
the outside portion of the cup wall and the letters "H.H.L." impressed in
the flat, thus further decreasing the strength of the cup. The cup split
through the leg of the middle H which is believed to have been the weakest
portion. At the pressure being applied, it was possible to have reached
108,000 PSI pressure inside the cup, which was above the safe working
pressure for tool steel of the dimensions described.
In addition to the metal cup's not being designed to withstand the
pressure applied, it was indicated that the technician was inadequately
trained due to the fact that an improperly designed cup was used.
To prevent a similar accident, all metal cups that are to be sub-
jected to high pressures will have to be stencilled identifying the safe
working pressures to be used. In addition, the presses will be equipped
with hinged steel barriers with Lucite windows.
TRACTOR TUMBLES INTO PIT
A licensed tractor operator was transporting excess blacktop surfac-
ing material from a worksite to a burning pit by means of a farm-type
tractor equipped with a front-end loader.
As the driver approached the north edge of the pit to dump a load , he
was unable to stop the forward motion of the tractor through engagement of
the rear wheel brakes. When the tractor rolled into the pit, the operator
jumped off only to break his left ankle and right arm. Damage to the trac-
tor amounted to $1,100.00.
The burning pit was laid out for dumping from the south edge where a
steel rail blocking device was installed. The north edge, however, was
not so equipped.
Investigation established that the brakes were adequate and within
the tolerances accepted for operation. When disassembled, the brake shoes
and drums were saturated with exceptionally clean differential lubricant.
The lubricant presumably had leaked past the grease seals around the axle
into the brake assemblies as a result of the accident.
It was determined that the most probable cause of the accident was
temporary brake failure due to overheating of the brakes when the tractor
was driven a considerable distance with the pedals locked in the "ON"
position. Post-accident inspection of the tractor indicated that the
manual brake release lever did not always disengage the latch which held
the brakes. Depressing the brake pedals then would be required to dis-
engage the latch and allow the brake pedals to return to the normal "OFF"
In order to prevent future accidents of this type, the installation
performed the following:
1. Tractor operators were reinstructed to assure proper opera-
tion of equipment.
2. Further dumping of any kind will not be permitted in the pit
unless proper authority is granted.
3. All tractor brake systems were carefully inspected.
UNTRAINED + UNAUTHORIZED = AMPUTATION
In the course of his duties, an air conditioning mechanic entered a
carpentry shop to obtain a piece of plywood for use as a base on an air
compressor installation. Unable to find a precut piece, the mechanic
decided to cut the plywood himself in the absence of all carpentry shop
The cut was performed on a table saw equipped with a dado blade.
After setting the guide, he began pushing the plywood toward the blade
with his right hand on a pusher block and his left hand on top of the
stock. The pusher block slipped and the worker's left hand contacted the
saw blade. He suffered lacerations of all fingers and an amputation of
one joint of the middle finger.
Investigation revealed that the mechanic failed to place the saw
guard into position prior to operation. Also, more pushing force was re-
quired because of the dado blade set at 3/4" width. A ripping blade
should have been used.
■To prevent similar accidents, the following corrective actions were
1. The Branch Chief posted a list of persons authorized to op-
2. All machine operators in this section have been instructed to
3. Machine operators have been instructed not to work alone on
4. Interlocks have been placed on electric disconnects to prevent
ONLY FOUR FEET TO THE GROUND
The temperature was -10°F. and the wind was gusting up to 40 mph. A
contractor employee working the day shift as a conductor on an 80-ton
locomotive prepared to dismount his engine to throw an upcoming switch.
As he opened the cab door and started down the two steps to the
engine deck, a strong gust of wind suddenly caught the door and threw the
conductor off balance. He grabbed for the guard rail, but missed, slipped
under the guard rail and fell about four feet to the road bed. He suf-
fered a fractured left temporal bone upon striking the guard rail or cab
■To prevent similar incidents, additional guard rails were installed
on this and all similar type locomotives. The rails on the side decks
were placed 12 inches above the deck and those on the front and rear were
placed at 17 inches above the deck.
Locomotive Without Midrail
Locomotive With Midrail
MINI-BIKES - FUN OR?
Edison W. Wolfe, Safety Officer
Scranton Army Ammunition Plant
A comparatively new entry in the recreational vehicle field is enjoy-
ing immense popularity which shows no signs of waning. On the contrary,
sales of mini-bikes are continuing to skyrocket according to market re-
ports. The mini-bike appeals to youngsters from "8 to 80" although the
greatest appeal appears to be centered in the 8 to 14 year old group.
At this time, there are no accepted standards and specifications for
mini-bike manufacture throughout the industry. Some mini-bikes (so-called)
have larger engines than vehicles called small motorcycles. The descrip-
tion of a typical mini-bike is hard because of the range of design, power
and sophistication features. There are wide ranges in:
Engines - 2 or 4 cycle, from 1 to 14 horsepower.
Transmissions - from centrifugal, to geared, to automatic.
Speed - from 10 to more than 50 miles per hour.
Frames - from simple tube construction to motorcycle types.
Suspensions - shock absorbers on front or rear wheels or both.
Wheels and tires - from 6-inch rim with 3X6 tire, to 15-inch
rim with 3.5 X 15 tire.
Weight - from 50 to 145 pounds.
Price - less than $100 to more than $500.
■ Mini-bikes provide a fun outlet for riders if proper attention is
paid to operation of the vehicle.
Lack of training for bike riders is widespread. Brief written in-
structions are available from dealers; also some dealers offer limited
operating instructions. However, many dealers offer no instruction with
the mini-bike purchase and riders are left to their own devices. Mini-
bike riders are often observed using highways and streets illegally, since
few of these riders and their vehicles are licensed. Licensing require-
ments for mini-bikes are expensive especially for "economy" models. En-
forcement of licensing puts an extra burden on police forces which have a
limited number of personnel.
Accident tolls of mini-bike riders have kept pace with the sales of
these bikes. Again the accident tolls relate to the group to whom they
appeal the most; i.e., 8 to 14 year old children,, On-the-road or off-the-
road bike operations show that these bikes can be deadly if not properly
operated or controlled. Misuse can be overcome, however, with the proper
safety program that combines responsibility and fun while helping riders
develop dexterity, coordination and judgment.
SAFETY AND SEX
Robert J. Martin, DAC
Aviation Safety Officer
White Sands Missile Range
® 1*11 wager you*ve never stopped to consider the connection between
the two have you? Well, for one thing, both begin with the letter "S"
-- and, as far as I know, the connection ends there. Unless you want to
contemplate the ways in which an aircraft is like a woman: It is often
cranky and hard to get started, cold at first but prone to overheat,
unforgiving of mistakes, needs to be pampered and given lots of tender,
loving care and sometimes comes in twin-engined models. One could argue
that since sex creates immediate interest with thoughts of pleasure and
anticipation, it might be hazardous to our subject "Safety." But if
thoughts of safety could only evoke the same responses as sex, no aviator
would fail to be safety conscious. Unfortunately, the only real connec-
tion the two have is that without a proper attitude toward safety, you
may not be around to enjoy sex.
Safety is like certain things in life that we know are necessary but
just aren*t any fun, like exercise, or moderation, or medicine. Ralph
Waldo Emerson was once asked what purpose beauty served. You can't eat
it or drink it or use it. He immortalized his answer in the poem "Rhodora"
when he said, "If eyes were made for seeing, then beauty is its own
excuse for being." Perhaps that can be said of safety -- it is its own
excuse for being. If you don it think so, ignore it to your own peril and
when the sound of bending metal assails your ears and the sight of dis-
located parts disturbs your vision, you too may join with the Hairy Ono
Bird in crying, "Oh-h-h, No"!
But then it is too late. It is necessary to be thinking about safety
before the mishap. Here lies the problem: How to make safety a conscious
part of every action to automatically think safety before proceeding.
People need motivation to do those things which are not instinctive and
safety is not. The child will be burned before he realizes the danger of
fire. Reward, fear, and pleasure are some of the stimulants used to
induce people to perform. The rewards of praise or recognition and the
esteem of co-workers are reasons for doing a job well. On the other
side of the coin, fear of losing one's job, fear of hurting oneself or
damaging equipment, or fear of criticism are equally effective reasons
What about the stimulant of pleasure? This is one of the most
powerful urges. Did you ever listen to a group of aviators converse?
It's a safe bet that it won't be long before the talk turns to sex.
Notice the pleasant sound of the voices and the smiling countenances
while on this subject. It doesn't take much urging in this department.
Now if safety could just be identified with sex, the problem would
be solved. Then an aviator would be motivated enough to think safety
from the time he sees the flight assignment until he completes the paper
work at the end of the flight. His attitude might not be, "it’s a piece
of cake, kick the tire and light the fire, last one in buys the beer" to,
"What is Operations trying to do to me? I wonder if I have time to
increase my life insurance? Oh, my God, not 7268! That thing drinks
fuel like a drunk at an alocholic’s convention. It’s got a bad one-to-
one. 1*11 bet the blades are cracked." He would take care in checking
weather, filing his clearance, assuring that he had enough fuel to go to
an alternate, the necessary maps and IFR charts. He would wear the
proper flight gear, including fire retardant clothing. On the way to
the aircraft, he would be checking for FOD. Is there a fuel sample and
is the container identified with the aircraft number in case of an acci-
dent? What about a thorough pre-flight? He wouldn*t be afraid to touch
and move the part instead of just looking at it. He*d wear a pair of
gloves, especially for pre-flight, so he wouldn*t have to be concerned
about getting his flight gloves greasy for he knows that some deficiencies
can*t be seen but can be felt. Just, maybe, the crew chief missed a step
on his pre-flight. Where is that checklist? Is there a fireguard? Rotor
untied? EGT? Oil pressure? Tip path plane? Ad infinitum, ad nauseam.
But that is safety. Like it or not, it is its own excuse for being and
must be a part of every step. We have been given the best designed equip-
ment possible to fly but, unless used properly, it is an accident waiting
for a chance to happen. We don*t assume women will cooperate without
attention and we can*t assume machines will fly without gentle handling.
You don’t think those rotors or that propeller like to turn, do you? That
loose formation of parts surrounding you is just looking for an opportunity
to quit. If you don’t believe it, relax and enjoy the scenery; put your
feet up on the pedestal and get some soft music on the radio compass so
you’ll have fitting accompaniment when you groan, "oh-h-h, No," and start
dusting aircraft parts off of your chest.
That’s safety -- think about it.
YOU’RE DEAD RIGHT
John C. Neantz, DAC
Aviation Safety Officer
New Cumberland Army Depot
INTRODUCTION: The little phrase probably seems like an overworked
"Cliche." It has been tagged to automobile Driver Safety Campaigns many
times and has been the case in point of many discussions as to who has
the right-of-way. The same cliche applies to flying.
We pilots have been drilled in the rules of the air since the begin-
ning of flight. We all know that any aircraft on the final approach to
land has the right-of-way over all others. We all know that powered air-
craft will yield to non-powered, etc., etc.
In this case, you can be just as "Dead Right" in an aircraft as in
An Army C-45 aircraft (nonstandard) departed Euclad Army Depot on
a clear turbulent, windy day to destination some 120 miles away. On
board was DAC Jones, Instructor Pilot, 7000 hours, 1200 hours in type
and First Lieutenant Smith, pilot 600 hours, 14 hours in type undergoing
The assigned mission was a cargo pickup of 800 pounds of urgently
needed radio equipment at Toboggan Army Depot in support of the aircraft
maintenance mission at the home station. The airport at destination was
uncontrolled and civilian operated.
The en route flight to destination was uneventful. Approximately
fifteen nautical miles out, Mr. Jones established contact with UNICOM
and made his landing intentions known. Approximately five minutes later
the C-45 entered the pattern, left for runway 23 to land. A call to
UNICOM by Mr. Jones for traffic was not acknowledged and he immediately
transmitted "in the blind" on UNICOM his landing intentions. No traffic
was observed and the C-45 continued it is approach to land. At this
point, the C-45 had the right-of-way.
At approximately one-fourth of a mile out, in the final approach at
300 feet, Mr. Jones yelled to LT Smith "We have an aircraft coming in
our right side - high." LT Smith, thoroughly engrossed in the landing,
took no action. Mr. Jones, who had seen the on-coming green and white
Bonanza 135 in a steep decent in landing configuration, took control of
the C-45. He applied power, pulled the gear and flaps and executed a
sharp right 360° turn, passing under the Bonanza at a very low altitude.
The Bonanza landed, evidently unaware of his near -miss and taxied to the
ramp. Mr. Jones landed the C-45 and on roll-out observed the pilot and
a small boy walking to operations.
When the C -45 was secured, Mr. Jones walked into operations and asked
the pilot of the Bonanza if he realized that he almost hit the C-45 on his
short final. He replied, "No, and besides that, he had a sick boy on
board and had to get on the ground. "
Mr. Jones informed the pilot he thought that his act was extremely
dangerous and had there not been two pilots on the Army aircraft, there
would have been a "Mid-Air Collision."
The Bonanza pilot replied that he had been flying for 30 years and
knew what he was doing. Mr. Jones advised him that he intended to inform
the FAA of his actions and asked for his name and certificate number.
The pilot refused to reveal his name or any other information. Mr. Jones
informed him that his aircraft number, type, color, and date of the inci-
dent would suffice.
During the course of the conversation, the civilian pilot stated
that he had called UNICOM and asked the desk clerk if she had received
his call? She replied, "No, but she heard the Army C-45 call."
Upon return to his home station, Mr. Jones filed a written report of
the incident with the FAA. The pilot of the Bonanza lost his license for
n The moral of this story is not that 30 years of flying makes one an
expert or that "hot shot" flying gets you grounded, but rather the right-
of-way does not always make you right; it could make you dead. So don’t
be "Dead Right." The life you save may be your own.
k k k k k
IFR PROFICIENCY THROUGH PRACTICE
CPT Bruce A. Lindsay, SC
"Army 12345, this is East Tower, understand one five southwest.
East weather 1000 scattered variable broken, 3 miles in haze, GCAis in
progress. Would you like one?"
How many times when you have received similar transmissions have
you simply turned to the copilot with, "I don>t have the time. Tell
him we >11 come in VFR." You probably didn>t stop to think about when
you last shot a GCA or, for that matter, any kind of an instrument
approach. In fact, maybe the reason you turned down the GCA was that
you felt your proficiency was insufficient to complete it.
AR 95-1 states, "All aircraft assigned to active Army units ...
that are instrumented for IFR flight and with an instrument rated
aviator in command will operate on IFR flight plans in CONUS ..." This
has been recently reinforced by a DA message. There are exceptions to
this requirement but how many of us use these exceptions as "loopholes"
and find ourselves making more and more excuses for not filing IFR?
Sure, you may have to do a little more planning and wait a few
minutes for a clearance, or possibly even have to hold somewhere, which
is highly unlikely under visual conditions. Once you become more and
more familiar with the procedures, you >11 find that the advantages of
flying under an IFR clearance definitely outbalance the few minutes of
Other than the fact that IFR clearances allow flight into instru-
ment weather conditions, separation and radar coverage are just two of
the safety advantages gained.
All aviators are required to log a minimum number of hours of hood
or weather time, and the plain truth is that the most benefit can be
obtained from that hood time if the flight is conducted under IFR.
The objective of the Army Instrument Program as outlined in AR 95-63
is for "... each aviator to attain and maintain an instrument rating."
Just because you hold a standard or even a special instrument ticket
doesn>t mean you are proficient at flying instruments.
The point of the matter is that the only effective way to maintain
total instrument proficiency is to file and follow IFR flight plans
whenever possible . If you do this, when the time comes when it is
necessary for you to enter instrument conditions, YOU WILL BE READY.
k k k k k
MATERIAL AND EQUIPMENT EVALUATIONS
SIMM MORTAR CELCON SEAL PRODUCTION
Richard G. Fowler, Safety Engineer
Indiana Army Ammunition Plant
In order to fulfill a military requirement for a moisture-proof 81mm
mortar propellant charge, an increment bag made of celcon material was
specified. An ultrasonic sealer was to be employed for closing the bag
after being filled with M9 flake propellant.
The requirement for moisture-proof charges, ultrasonically sealed,
necessitated the re-evaluation of production equipment. Emphasis in the
equipment study was to center upon the fundamental tenet of explosives
safety; i.e., expose as few people to as little propellant for as short a
duration as would be consistent with production requirements. Primary
consideration, then, in any new concept was toward reducing quantities
of propellant at any work station, and eliminating hazardous confinement
When the Engineering Department developed a new method and fabricated
prototype equipment, the Safety Director initiated evaluations of field
material and equipment.
The new production concept was based upon the use of automatic high
speed scales which weighed the propellant for individual charges. Propel-
lant was introduced to the scales by means of small vibrating conveyors
leading from five-pound capacity, open hoppers located behind a reinforced
First to be evaluated was the proposed powder supply system consist-
ing of five-pound capacity, open-top hoppers and one-inch aluminum channel
to simulate the vibrator conveyor. A series of 25 propellant supply sys-
tem evaluations was conducted. Each test was designed to simulate the
"worst possible" ignition conditions that could arise within a production
There were no detonations in any of the supply system tests and only
in the evaluations simulating the hopper supply booths containing 60
pounds of propellant were there pressure releases sufficient to damage the
hopper doors. All tests indicated that the proposed supply system was
safe with the only hazard being that of rapid-burning fire from an acci-
dental ignition. Light-actuated deluge systems were subsequently installed
on production lines to provide protection against this hazard. These sys-
tems were supported by existing "rate-of-rise" deluge systems.
TEST #5 (Before) - Simulated TEST #9 (After) - Simulated
hopper and vibrator conveying vibrating conveyor passing
through reinforced concrete
Second to undergo study were the chutes used to transfer the filled
increment bags from the loading bay, through a reinforced concrete wall,
to the next processing bay. These tests would determine whether or not
the heavy compartments with alternate opening, sliding doors would contain
the fire and pressure generated by an accidental ignition.
Nine evaluations were conducted in each of which up to 400 propellant
charges (20 pounds) were ignited inside a transfer chute. Each ignition
produced intense, rapid burning with pressure releases sufficient to dam-
age the chutes and, in one instance, to completely remove one door. After
these tests, it was concluded that transfer chutes would not be used in
the new concept and that manual handling between booths would be utilized.
TEST #20 (Before) - Transfer chute
Next, an evaluation was performed on the proposed unit for transport-
ing the filled increment bags to the ultrasonic sealing device.
A working model was set up at the evaluation site. Loaded propellant
increments were suspended by the top ends of the bags, spaced 3 3/4 inches
apart on a small endless conveyor called a transporter. This was used to
deliver the increment bags to the ultrasonic sealer in the next bay. One
increment was ignited to determine
the rate and extent of propagation
to adjacent increments. This
particular test was conducted sev-
eral times with deliberate igni-
tion at different locations along
the transporter. Test results
indicated that the production
equipment would require flash
shields around each increment on
the transporter to prevent
propagation to adjacent increments.
Finally, the ultrasonic sealing unit was evaluated to determine if
its operation could cause ignition of an overloaded or misplaced increment.
Test results left no doubt as to the sealing unit's potential as an igni-
tion source with non-standard increments. Subsequently, in the production
TEST #10 (After) - Simulated
operation, the sealing unit operator is protected from a burning increment
by a flash shield and a light-actuated deluge system in the event of fire.
TEST #22 (Before) - Sealing unit TEST #23 (After) - Burned
All of the aforementioned evaluations were documented on 16mm film.
These motion pictures proved to be of inestimable value in training workers
for the new celcon seal production lines. The material and equipment
tests required close cooperation of the Engineering, Production and Safety
Departments of Indiana Army Ammunition Plant. Such interfacing was con-
ducive to the end result ... .upgrading the safety engineering applicable
to facilities and equipment.
SAFETY GLASSES SAVED EYES
Dan Bied, Area Safety Engineer
Mason & Hanger, Silas Mason Co.
Iowa Army Ammunition Plant
3 0 Thanks to his eye protection, a worker at the Iowa Army Ammunition
Plant still has 20-20 vision.
"I really believe I*d be blind if it weren*t for my safety glasses,"
Michael Creger, a production operator covered by the IAAP eye protection
program, told safety investigators after his face and hands were burned
in a flash fire.
"My eye lashes were burned off
and my face was burned around my
eyes," he said, "but Iim just
thankful I can still see."
The fire, the injured man
related, took him "by surprise" as
he was handling items used in pro-
duction of artillery shells.
When it happened, I went down
to my knees and my safety glasses
fell to the floor," he recalled.
"This kind of thing takes you by
surprise and you ire either wearing
your eye protection or youire not."
The facial burns, treated at the IAAP field hospital with no record-
able loss of time for Creger, were the first injury suffered by him since
he was discharged from the Navy and returned to the IAAP in the fall of
"live never had any serious
injuries," he remarked. "Not even a
broken bone. I hope I can keep that
The 25-year- old worker summa-
rized his attitude toward the IAAP is
mandatory eye protection program in
a few appropriate words.
"I was told to wear safety glasses
as part of my job so I always do," he
stated. "I even wear eye protection at
home in the garage when I use a grinder
to work on the car I*m restoring."
If Michael Creger had not been wearing safety glasses when burned,
he might be blind or partially sightless today, according to medical
personnel at the IAAP.
There is no way to accurately calculate the cost in misery and loss
of future earnings to a person blinded due to a momentary lapse in safety
mindedness, IAAP employees were reminded after the recent incident.
If Michael Creger had been blinded, it was pointed out in safety
meetings, the direct costs for compensation and medical care (based on
the Iowa Workmen *s Compensation Law) would have totaled an estimated
That amount would pay for 4,230 pairs of safety glasses as an
average of $8 per pair.
How much, IAAP employees were asked in a plant newspaper article,
are your eyes worth?
* * k k *
TACOM “ZERO IN” ON SAFETY DISPLAY
Photograph above shows display located in several lobbies at TACOM.
|Here are ten questions that will test your knowledge of safety re-
quirements that you will need under different circumstances. Answers to
these questions may be found in the AMCR 385-series and the AMC Supplements
to the AR 385-series. How many can you answer without referring to the
1. What type storage facilities are required for Group A chemical filled
munitions assembled with bursters?
Answer and reference:
2. What hazard does frozen nitroglycerin present?
Answer and reference:
3. For future permanent construction of fences at restricted areas, what
Answer and reference:
4. What type fire extinguishers are required for trucks carrying explo-
sives off post over public highways?
Answer and reference:
5. When is shielding required for disassembly operations?
Answer and reference:
6. What are the requirements for storage of binary chemicals and projec-
Answer and reference:
7. What basic principles are to be observed when manual handling of
material is required?
Answer and reference:
8. Who must complete Section E, Accident Analysis Data, of a DA Form 285,
Answer and reference:
9. When is it necessary to make an immediate telephonic report of a fire
to higher headquarters?
Answer and reference:
10. Who is responsible for appointing investigation boards to investigate
aircraft accidents involving aircraft under the control of AMC?
Answer and reference:
AR 385-41, Ch 3
16 Mar 72
8 Mar 72
DA Cir 40-86
13 Mar 72
DA Cir 385-30
23 Mar 72
28 Feb 72
AMC Suppl 1 to
14 Mar 72
24 Feb 72
Safety - U. S. Army Accident Codebook
Emergency Employment of Army and Other Resources
- Development, Use, Marking and Stocking of Pro-
tective Shelter Areas on Military Installations
Medical Services - Prevention of Heat Injury
Safety - Training for Army Safety Personnel
Safety - Life Cycle Verification of Materiel
Safety - Fire Report
Army Programs - Environmental Pollution Abatement
“ Here are the answers to the questions on pages 30 and 31. A refer-
ence to the pertinent regulation and paragraph follows each answer.
1. Igloo-type magazines with nonabsorbent floors that will permit
decontamination of chemical agent leaks or spills. Reference para-
graph 12-1, AMCR 385-102.
2. Frozen nitroglycerin is less sensitive than the liquid compound;
however, upon thawing, it may produce internal changes accompanied by
sufficient evolution of heat to cause explosion. Reference paragraph
14-6b , AMCR 385-100.
3. For future permanent construction of restricted area fencing, type
FE-5 fencing as shown on Office, Chief of Engineers' Drawing
SK-40-16-08 should be used to enclose explosives and ammunition areas.
When existing areas of this type are enclosed by 6-foot high barbed-
wire fences with barbed-wire overhangs , the fences should be modified
by adding 12%-gage smooth wire ties vertically at 2-foot intervals.
For emergency construction, type FE-3 fencing as shown on Office,
Chief of Engineers' Drawing E-40-16-02 may be used, and, if chain
link is in critical supply, woven wire fabric or mesh and gage ap-
proximating that of the type FE-3 fencing may be substituted. Refer-
ence paragraph 16-4d, AMCR 385-100.
4. All trucks (Government and commercial) destined for off-post shipment
over public highways shall be equipped with one Class 10-BC rated
portable fire extinguisher. Reference paragraph 22-5d, AMCR 385-100.
5. Adequate operational shields shall be provided for operations such as:
a. Disassembly of loaded boosters, fuzes, primers and blank ammuni-
b. Removal of base plugs from loaded projectiles.
c. Removal of fuzes from pentolite loaded shells.
d. Disassembly of loaded bombs (except for removal of shipping
bands, nose and tail closing plugs, fin locknut protectors, fin
locknuts, and washout of high explosives bursting charge).
e. Pull-apart of fixed ammunition, 20mm and larger. In the pull-
apart of rounds containing self-destroying tracer, the dimensions
of the shield should anticipate initiation of the propellant and
f. Disassembly of foreign ammunition or other ammunition items of
uncertain design and condition.
Reference paragraphs 25-3b(l) through (6), AMCR 385-100.
6. The following requirements are mandatory for storage of binary
chemicals and projectiles:
a. The storage of stocks of binary agent chemical compounds will be
in separate fireproof buildings. The corrosive liquid; e.g.,
Difluoro, is not compatible, and will not be stored in the same
building or magazine with the flammable liquid; e.g., alcohol.
Additionally, binary corrosive liquid (whether in bulk or in
canisters) will not be stored with other industrial- type chemi-
b. When the corrosive liquid canister; e.g., Difluoro, is assembled
in artillery projectiles with explosive bursters, such projec-
tiles are assigned storage compatibility Group A and separate
storage in igloo magazines is required.
Reference paragraphs ll-37a (1) and (2), AMCR 385-100.
7. When manual handling of materials is necessary, personnel should be
instructed that observance of the following basic principles will
assist in reducing accidents:
a. Lifting shall be with the knees bent and the back straight in
order that the thigh muscles may assume the greater portion of
the load. If the object to be lifted is too awkward or too heavy
to be handled in this position, additional help shall be obtained
to move the load. Lifts shall be made vertically and close to
the body. Side lifts or off-balance lifts frequently result in
b. Loads which obstruct vision shall not be carried.
c. Steel-toed shoes or other approved type foot protection should be
worn by all employees engaged in material handling operations
designated as hazardous to feet or toes of employees. Gloves,
aprons and other items of personal protective equipment shall be
worn when handling materials which are sharp, abrasive, corrosive
or which might splinter.
Reference paragraphs 9-16a, b and c, AMCR 385-100.
8. Section E of the DA Form 285 will be completed by full-time safety
personnel at the lowest echelon of command where such personnel are
assigned. Reference paragraph la(7). Reports column. Appendix H,
USAMC Suppl 1 to AR 385-40.
9. A telephone report of a fire shall be made when a fire or explosion
followed by fire occurs in which $10,000 or more property damage is
incurred; when serious injuries and/or loss of life occurs; or when
arson is suspected. Reference Appendix A, AMC Suppl 1 to AR 385-12.
10. Headquarters, AMC (AMCSF-A) , will appoint aircraft investigation
boards to investigate aircraft accidents involving aircraft under the
control of AMC, except those aircraft controlled by U. S. Army Avia-
tion Systems Command (AVSCOM) and U. S. Army Test and Evaluation Com-
mand (TECOM) subordinate activities. Commanding General, AVSCOM, and
Commanding General, TECOM, are responsible for appointing aircraft
accident investigation boards for aircraft under their control. Ref-
erence paragraph 8, AMCR 385-26.
SENECA SAFE DRIVERS
Mr. Faust Alaimo and
Mrs. Hazel Rector, employees
of Seneca Army Depot, were
cited recently for their out-
standing achievement of driv-
ing 20 years without an acci-
LTC Thomas M. Lewis,
Director of Distribution and
Transportation, and Mr. Martin J.
Way, Safety Officer, Seneca Army
Depot, presented the two employees
with engraved watches in recog-
nition of their accomplishment.
But, before you rush off to the beach, or the mountains, or wherever —
take a minute to look over these Safety Reminders. It coujd help prevent
a serious accident — and let you enjoy the whole summer!
When camping or picnicking -
Watch out for poison oak, snakes,
and other potential hazards.
Take along a First-Aid Kit.
Bikes are fun, but remember to
obey ALL traffic lavs. Use bike
lanes where available, and keep
a close watch on traffic.
Don't fish alone; take a friend.
Leave word where you will be and
when you will return.
Dress properly and comfortably.
Walk cautiously in water; be
careful of holes and rocks.
Remove hooks from fish carefully.
Avoid areas where there are scuba
divers or swimmers.
Play a good game - exercise
is good for you
But, don't overdo it!
And remember - THE MATCH YOU TOSS
COULD BE A GREAT LOSS!
Don't horseplay around a hot
bar-b-que. Keep children away
Use starting fluid cautiousl y.
DON’T CAUSE OR BECOME A STATISTIC I
UNITED STATES ARMY MATERIEL COMMAND
WASHINGTON, D.C. 20315