From a well-maintained submarine escape trunk to realistic flight-deck 

emergency scenarios, Sailors get an edge during training

MISSION READINESS

The Naval Safety Center Magazine for Surface, Submarine and Diving Operations Fall-Winter 2013
EDITORIAL STAFF

Editor Evelyn Odango

Graphics Allan Amen

John W. Williams

Webmaster Darlene Savage

EDITORIAL OFFICE

Commander, Naval Safety Center

Attn: Sea Compass

375 A Street

Norfolk, VA 23511-4399

Telephone: 757-444-3520, ext. 7220 (DSN 564-3520) / Fax: 757-444-6791

General email: safe-seacompass@navy.mil

Editor's email: evelyn.odango@navy.mil

AFLOAT SAFETY PROGRAMS DIRECTORATE

Commander, Naval Safety Center

Attn: Code 30

375 A Street

Norfolk, VA 23511-4399

Afloat mishap line: DSN 564-1562 / 7130; Fax: DSN 564-8636

Afloat safety email: safe-afloat@navy.mil

SUBMISSIONS 

Submit your story ideas and articles to safe-seacompass@navy.mil. Send letters to 

the editor to evelyn.odango@navy.mil or write directly to: Commander, Naval Safety 

Center, ATTN: Sea Compass, 375 A Street, Norfolk, VA 23511-4399. Please refer to 

our “Writer Guidelines and Photo Requirements” available at http://www.public.navy.

mil/navsafecen/documents/media/magazines/writer-photo_guidelines.pdf.

NOTICE TO READERS

Contents are not necessarily the official views of, or endorsed by, the U.S. Navy, the 

Department of Defense, or the U.S. government. Photos and artwork are for illustrative 

purposes only, unless otherwise noted. Reference to commercial products or links 

to non-DoD resources do not imply Department of the Navy endorsement. Unless 

otherwise stated, material in this publication may be reprinted without permission; 

please credit the magazine and author. We reserve the right to edit all submissions for 

clarity and applicability. 

MISSION STATEMENT: Our goal is to provide information and resources to help our 

Sailors, Marines and civilians focus their efforts on the mission. We provide relevant 

stories and articles to help you manage risk, on or off duty. Sea Compass will do its 

part to keep you informed and be combat ready.

Sea Compass is published twice yearly and distributed to ships, submarines, diving 

commands, shore-based commands, and DoD agencies. Sea Compass (ISSN 1550-

1434) is published by Commander, Naval Safety Center, at 375 A Street, Norfolk, VA 

23511-4399. Periodical postage paid at Norfolk, Va. 

Postmaster: Send address changes to Commander, Naval Safety Center, Attn: Sea 

Compass, 375 A Street, Norfolk, VA 23511-4399.

Fall-Winter 2013

Vol. 3, No. 2

Commander, Naval Safety Center RDML Kenneth Norton

Deputy Commander Col. Glen Butler, USMC

Director, Afloat Safety Programs CDR Rosario D. McWhorter

Director, Communications and Marketing Mr. Derek Nelson

NAVAL SAFETY CENTER ANALYSTS AND TECHNICAL ADVISORS

AFLOAT SAFETY PROGRAMS

CDR Eduardo Sandoval eduardo.sandoval@navy.mil

Diving and Salvage Division Head

CDR Atkins Jinadu atkins.jinadu@navy.mil

Surface Ship Division Head

LCDR Richard Ray richard.d.ray1@navy.mil

Submarine Division Head

Mr. Steve Scudder steve.scudder1@navy.mil

Afloat Safety Analyst/Publications Review

SURFACE

LCDR Russell Goff russell.goff@navy.mil

Deck Analyst

LT Kevin Ginter kevin.ginter@navy.mil

Damage Control Lead/Mishap Investigator

EMCM (SW) Matt Kerridge matthew.kerridge@navy.mil

Electrical Analyst

GSCS (SW) Noah Lopez noah.lopez@navy.mil

Main Propulsion/Gas Turbine Analyst

HMC (SW/AWFMF) Randahl S. Benson randahl.benson@navy.mil

Medical/Independent Duty Corpsman Analyst

MMC (SW/AW) Esters Wright esters.wright@navy.mil

Main Propulsion/Auxiliary Analyst

GMC (SW) Barry Cramer ramiro.salas@navy.mil

Weapons Analyst

SUBMARINE AND DIVING

NDCM David Schoephoerster david.schoephoerster@navy.mil

Diving/Salvage Assistant/MDV

MMCS (SS) Arthur Sisk arthur.sisk@navy.mil

Submarine Damage Control Analyst

ETC (SS) Kevin Dawson kevin.d.dawson@navy.mil

Submarine Electrical and Mechanical Analyst

COVER PHOTO: Pressurized training for escape from 

a disabled submarine with current submarine escape 

immersion equipment (SEIE) is offered for all classes of U.S. 

Navy submarines in the Groton facility and is designed to 

familiarize submarine Sailors with escape procedures. Both 

initial accession and fleet readiness training requirements are 

supported. (U.S. Navy photo by Bill Kenny)

CONNECT WITH US ON THE WEB

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http://www.facebook.com/navalsafetycenter

EDITOR'S NOTE

WHERE IS THE COMPASS?

If you’ve noticed the absence of the 

compass icon in the last two issues’ 

cover banner, you’re not imagining 

things. Following the lead of our flagship 

magazine, Approach, we have hidden the icon within 

the cover design. The hidden icon may be smaller 

than the compass pictured here. We hope you 

enjoy this issue, our sixth publication since 2011. 

Thank you for submitting your stories and articles 

that are invaluable to the Navy’s safety-program 

management. Have a great holiday break and a safe 

winter season.

Evelyn Odango

evelyn.odango@navy.mil
FALL-WINTER 2013

http://www.public.navy.mil/navsafecen/pages/media/sea-compass/index.aspx

FEATURES

Submarine Sailors Train in 84,000-Gallon Pool 6

Officers and enlisted Sailors undergo intense training for 

pressurized ascent. By Bill Kenny

Flight Deck Emergency Training: As Real As It Gets 8

Students and instructors from USS Iwo Jima (LHD 7) take 

part in hands-on emergency scenarios. By LT Jonathan Bacon 

Peril at Sea 10

HSM-51 detachment revisits flight-deck coordination with 

ship after Sailor fell overboard. By LT James Walsh

The Silent Hazard on the Flight Deck 18

An injury on USS News Orleans (LPD 18) prompts flightdeck team to pay attention to hatches. By LCDR Hector Ubiñas

IN THIS ISSUE

COMPLIANCE

Who Is Your Safety Manager Assistant? 2

VCNO’s signed memorandum directs creation of position for 

surface forces. By LT Martelly Graham

WHAT’S WRONG WITH THIS PICTURE?

Know the Risks Associated with Welding 26

Whether the job is for a small bead or a fully-involved repair, 

wear the right PPE. By LCDR Richard Ray

COLD WEATHER SURVIVAL

Recognizing and Preventing Frostbite, Hypothermia 32

Cold-related illnesses that are preventable. 

DEPARTMENTS

BEST PRACTICE

Deficiency Becomes Training Material 3

USS Harry S Truman (CVN 75) safety team integrates firehandling flaw into safety walkthrough. By CDR Rob Stephenson

Bringing Squadron Safety Afloat 4

Safety officer’s mini culture workshop aboard USS Ronald 

Reagan (CVN 76) proves beneficial. By CDR Ryan Dunn

OCCUPATIONAL SAFETY

Signs As Safety Tools? You Bet. 12 

Avoid potential hazards aboard a ship by posting appropriate 

markings where needed. By ETC (SS) Kevin Dawson

Light Bulb Explosion 13 

Sailor skips eye-protection gear for mundane task then sits 

painfully in medical as a consequence. By SN Richard Vasil

LESSONS LEARNED: USS NIMITZ (CVN 68)

De-Energized vs. Tagged Out 14 

Communication breaks down during shipboard electrical 

maintenance process. By AT1 Sherman Goodwin

Shocking Deficiencies 16 

Electrical mishap spurs shipboard procedural and 

communication changes. By MM2 Pacifico Delafuente

TAKEAWAY

There’s Nothing Minor About Electric Shock 17 

Procedural compliance and communication apply at all 

times.

ORM PLAYBOOK

Confined Space Entry Checklist 24

Get in there, but first, get familiar with guidelines to avoid 

potential dangers. By DCC (SW/EXW) Justin Jones

ASK THE EXPERTS

Standardizing Electrical Workbenches 27

Know what to do if switching from mechanical to electrical. 

By EMCM (SW) Matthew Kerridge

B2BPMS

Do You Have the Right Working Lanyards? 20 

Return unauthorized fall-protection equipment.

By ETCS (SW/AW) Charlie Gauntt

Humidity Hazards 20 

Maintain portable extinguishers monthly. 

By DCC (SW/EXW) Justin Jones

Chains and Hoists 21 

Weight-handling equipment work well when maintained. 

By GSCS (SW) Noah Lopez

Potential Danger in the Sink 22 

Unauthorized waste disposals place Sailors at great risk. 

By EMCM (SW) Matthew Kerridge

OFF DUTY

WATER SAFETY

What NOT to Wear Aboard a Boat 28 

Choice of seasonal boat apparel and multitasking spell 

trouble for this veteran boater. By Mark Leishear

RECREATION AND BOATING SAFETY

Boat Refresher Good for All Ages, Experience 30

New and seasoned boaters benefit from mandatory training 

as now required by 36 states. By John Scott

SEA COMPASS FALL-WINTER 2013 1
In August of 2012, the Naval Safety Center released 

a message (COMNAVSAFECEN AFLOAT SAFETY 

ADVISORY 2-12 - AFLOAT SAFETY MANAGER 

ASSISTANT, 221307Z AUG 12) to explain one of 

the courses of action developed as a result of the Navy 

Executive Safety Board held the previous January. The 

VCNO signed a memorandum directing the creation of 

an afloat safety manager assistant (SMA) as a means of 

setting “a foundation that will ensure safety is embedded 

in the culture of all afloat forces without an increase 

in manpower requirements.” The message applies to 

surface forces and details the requirements for the safety 

organization aboard surface ships that lack a dedicated 

safety department (e.g., PC, LCS, MCM, FFG, DDG, 

CG, LPD, and LSD).

The SMA is intended to be on par in importance 

with the command’s motorcycle safety representative, 

drug and alcohol program advisor, command fitness 

leader, and command managed equal opportunity 

officer. The SMA should be a high-performing Sailor 

(E-6 or above) who will serve as the lead assistant to the 

ship’s safety officer. The officer or enlisted SMA provides 

leadership and training. The SMA also mentors division 

safety petty officers from all departments in their duties 

to ensure oversight of all command safety programs.

LT Graham is a weapons analyst at the Naval Safety Center.

Who Is Your Safety Manager Assistant?

U.S. Navy photo by Paul Farley

The specific requirements for the SMA will be included 

in the upcoming revision to OPNAVINST 5100.19E, Navy 

Safety and Occupational Health Program Manual for Forces 

Afloat.

• Holding the position for a minimum of 18 months, 

although the goal for continuity and the best return on 

investment for the Navy is two years or more.

• Completing the afloat safety officer course (A-4J-0020) 

prior to or within six months of assignment.

• Enlisted SMAs must obtain NEC 9571 (safety technician) 

within six months of assignment.

• Enlisted SMAs shall be a “must promote” or better on 

their last evaluation.

• If operations do not permit the prospective SMA to attend formal training before assuming the position, the 

SMA must complete the naval safety supervisor course 

(NAVEDTRA14167F) prior to assignment. SECNAV, CNO, 

and NAVSAFECEN are aligned in strong support of the 

afloat SMA. Safety program compliance increases both 

operational readiness and effectiveness while reducing 

injuries and mishaps that negatively impact readiness 

and make us less effective warfighters.

By LT Martelly Graham

2 FALL-WINTER 2013 SEA COMPASS 
During a recent general quarters scenario involving 

a fire in a CVN hangar bay, we discovered a flaw. The 

response team used the nearest AFFF (aqueous film 

forming foam) fire hose located behind the EE-rated 

forklifts being charged (designed to be spark-proof and 

work around combustible materials). 

The team penetrated the barrier and accessed the 

fire hose located directly under the 440-volt chargers. 

Aviation Ordnanceman 1st Class Cartdell McCarns, 

who works in our safety department, caught and 

corrected this deficiency without damage to equipment 

or injury to personnel. 

This is a perfect example of a how a benign 

situation can change quickly during a drill scenario. Our 

integrated training team has since used this incident as a 

part of our safety walkthrough training.

CDR Stephenson is the safety officer aboard USS Harry S Truman

(CVN 75). Photos courtesy of the author

Deficiency Becomes 

Training Material

By CDR Rob Stephenson

Prior to evolutions, our shipboard 

personnel often talk about safety 

walkthroughs with scripted 

scenarios to identify potential hazards. 

Complex scenarios are often integrated 

across various training teams to help 

broaden the scope of the training and 

provide realistic challenges.

AFFF hose accessed under

charging station

Caution boundary penetrated by 

hose team

EE charging 

station was “on”

Hose was in close 

proximity to charging 

cables

Recommendation: Make EE charging stations a 

safety walkthrough scan item (440V chargers).

BEST PRACTICE









SEA COMPASS FALL-WINTER 2013 3
Bringing

Squadron Safety

Afloat

Everyone knows that the purpose of 

mishap prevention is to save lives and 

prevent equipment damage. But what 

is the first necessary step in preventing 

something unpredictable? Knowing your 

people is a good start. You most likely 

already know that human error is the number one cause 

of mishaps. Although our Navy may be considered 

as the world’s supreme fighting force with the most 

advanced technology, we must also identify our 

weaknesses as human beings. This is necessary to head 

off any potential mishap at the pass. 

In my previous post as squadron aviation safety 

officer, I had to conduct mandatory evolutions as 

required by the Aviation Safety Program (OPNAVINST 

3750.6R). These evolutions gave our commanding 

officer an unbiased look at the squadron’s safety climate. 

The Naval Safety Center (NSC) culture workshop 

and squadron safety climate assessment surveys were 

great tools in giving my squadron CO a gauge on how 

personnel perceived the safety culture. As a new aviation 

safety officer aboard an aircraft carrier, I discovered 

that these great tools are neither required nor often 

implemented in the afloat environment.

Having just checked aboard my first CVN as head 

of the safety department, I had no idea what the safety 

culture was like aboard this ship. USS Ronald Reagan

(CVN 76) had just finished her docking planned 

incremental availability (DPIA). She was going into 

operational mode once again after more than 15 months 

in the yards. 

Due to this transition, I felt it was the ideal time 

to implement squadron safety tools in the afloat 

environment. I did some digging and found out that 

no aircraft carrier had ever conducted a command 

assessment survey. With help from Safety Climate 

Assessment Survey expert Dr. Robert Figlock, we both 

concluded that the administrative support personnel 

assessment (ASPA) was the closest survey available to 

capture the different departments aboard a CVN. We 

had approximately 1,000 respondents to this survey. 

Although the survey provided very useful information 

via computers, I also wanted to bring personnel together 

in an open environment to talk about safety.

Navy Knowledge Online products such as 

presentations and videos can be valuable tools for safety 

training, but there is nothing like good old human 

interaction. When I was a J.O., one of my first skippers 

always seemed to be a step ahead of the department 

heads. He found time to be in the smoke pit interacting 

with his people and gaining the true pulse of his 

squadron. Unfortunately, over the years, technology has 

moved us farther away from the people aspect of the 

Navy.

By CDR Ryan Dunn

U.S. Navy photo by MC3 Kevin B. Gray

BEST PRACTICE

4 FALL-WINTER 2013 FALL-WINTER 2013 SEA COMPASS SEA COMPASS 
Identifying high-risk personnel and bringing them 

into an open environment to speak freely and candidly 

without fear of repercussion would be the best route to 

pursue. Again, we used squadron safety programs as a 

benchmark. Squadrons must request a periodic culture 

workshop from the Naval Safety Center. Although 

this workshop involves NSC personnel and reservists 

coming in from the outside to examine the squadron 

and conduct interviews, it gives the CO an unbiased 

snapshot of his or her safety climate through human 

interaction. 

Why not implement command safety focus groups 

aboard the aircraft carrier based on lessons learned from 

the culture workshop program? We took 180 Sailors, 

pay grades E-5 and below, from all 19 departments 

aboard the ship and split them up into nine groups of 

20 Sailors to conduct round-table discussions. Safety 

department E-5 personnel, equipped with a script of 

open-ended questions, served as facilitators to ensure 

the Sailors felt comfortable speaking up about their 

concerns. Safety department E-6 personnel were present 

to support the facilitators in case they needed guidance 

along the way.

The command safety focus groups have enabled the 

safety department to gain valuable information about 

the command’s safety culture and help increase safety 

awareness. Sailors actively and freely communicate with 

one another instead of sitting in front of a computer 

screen. Standing up in front of a group of their peers 

and guide discussions gave the E-5 facilitators valuable 

leadership experience.

The results were very successful — the participants 

felt empowered, their voices were heard, and they 

felt they were making a difference. In many groups, 

personnel wanted to stay longer to keep the discussion 

going. 

How was all this information briefed to a very busy 

commanding officer?

After gathering all the information from both the 

survey and workshop, we presented the information 

to the commanding officer, executive officer, and 

department heads at the quarterly safety council. 

These tools gave the leadership an unbiased picture of 

the best management practices and areas that could 

be improved upon within our unit. Even if there were 

no surprises, it served as an affirmation that the CO 

had a firm grasp of his ship’s safety climate. In our 

case, bringing squadron safety afloat proved to be very 

beneficial. 

CDR Dunn is USS Ronald Reagan’s (CVN 76) safety officer.

Open discussions in the command safety focus groups (left) increase safety awareness on the flight deck. U.S. Navy photos

ONLINE

Safety Climate Assessment Surveys 

https://www.safetyclimatesurveys.org/mainpage.aspx

The purpose of the culture workshop 

program is to provide insight to the commanding 

officer in the areas of trust, integrity, leadership, 

and communication within the command. Safety 

focus groups such as this, using the lessons 

learned from the culture workshop program, can 

also provide timely feedback to the command 

for improving climate, culture and operational 

effectiveness. However, this should not be 

considered as a replacement for a workshop 

facilitated by a qualified culture workshop 

facilitator from the Naval Safety Center. 

Culture workshops are currently required 

to be completed once every 24 months for 

aviation commands, and are available for other 

commands at their request. This would includebut not limited to-ships, submarines, and aircraft 

carriers.

SEA COMPASS SEA COMPASS FALL-WINTER 2013 FALL-WINTER 2013 5
COVER

Submarine Sailors

Naval Submarine School senior instructors Frank Gorham (left) and James McCloud (top right) discuss with contractors 

the scheduled maintenance of the school's 20-foot diameter, 40-foot high, 84,000-gallon-capacity pool in the submarine 

escape trainer. The winter service period provides a break in the pressurized ascent training both enlisted and officer 

submarine Sailors undergo as part of their initial accession or during their skills assessment and enhancement training.

Article and Photos by Bill Kenny

As the mission of the Navy’s submarine force 

evolved from a primarily “Blue Water” fleet to an 

expanded and extended role in every ocean of the Earth, 

it spurred development of a new training regimen and 

adoption of an innovative survival suit, both of which 

required a pressurized escape trainer to safely and 

effectively deliver world-class instruction to submarine 

Sailors.

The survival suit, called the submarine escape 

immersion equipment (SEIE), replaced the iconic 

Steinke Hood. Composed of multiple layers of neon 

orange nylon separated by zippers and various plastic 

Momsen Hall — the Naval Submarine School’s submarine escape trainer (SET) 

in Groton — is a tangible and physical sign of the fundamental reassessment and 

repurposing of the U.S. Navy’s submarine escape procedures.

6 FALL-WINTER 2013 SEA COMPASS 
 Train in 84,000-Gallon Pool

Pressurized training for escape from a disabled submarine with current submarine escape immersion equipment, SEIE, 

is offered for all classes of Navy submarines in the Groton facility. Both initial accession and fleet readiness training 

requirements are supported by the submarine trainer. Navy Diver 3rd Class Toby Godwin, a member of the submarine 

escape trainer instructor team at Naval Submarine School, works the traveling line and assists a student’s successful 

pressurized ascent. Navy Diver 2nd Class James Groom (at the ladder, rear) holds himself in readiness should 

additional assistance be required.

shields, the SEIE completely protects submariners 

from both the water and the weather. A Sailor could 

potentially escape from a 600-foot depth and survive an 

extended stay in frigid waters. 

The SET acclimates submariners to their escape 

suits and familiarizes them with pressurized submarine 

egress. At the core of Momsen Hall — named for 

Charles “Swede” Momsen, inventor of the earliest 

submarine emergency escape gear — is the Momsen 

Lung. This 84,000-gallon pool sits atop escape trunks 

called the LOT (lock-out trunk) and the LET (logistics 

escape trunk). The trunks simulate conditions a 

submariner would experience during an escape from a 

submerged submarine. The trainer is compatible with 

all classes of Navy submarines, including Seawolf, Los 

Angeles, Trident, and Virginia.

Also in the four-story building are diving support 

equipment, pool operation equipment, and two 

recompression chambers. Momsen Hall also houses a 

two-story, 11,200 square foot administrative wing with 

classrooms, locker rooms, medical examination rooms, 

and staff offices that support every aspect of submarine 

escape training.

Mr. Kenny is the public affairs officer for the Submarine Learning 

Center in Groton, Conn.

SEA COMPASS FALL-WINTER 2013 7
FLIGHT DECK EMERGENCY TRAINING:

New and veteran members of USS Iwo Jima’s 

crash and salvage team run through realistic, 

high-risk firefighting scenarios.

amage control exercises at Naval Air 

Technical Training Center (NATTC) 

have taken a new level of realism, thanks 

to critiques by previous students. A flight 

deck crash and salvage team from USS Iwo 

Jima (LHD 7) came to NATTC (located 

at Naval Air Station Pensacola) for the 

specialized training. 

During their week at the training center, participants 

received hands-on training in fighting flight deck 

fires, proper crash and salvage procedures, and safely 

lifting and moving damaged aircraft using a crane. 

New members got up to speed and veteran members 

refreshed their skills. 

This was Iwo Jima’s first opportunity to go through 

the crash and salvage team training course following 

recent revisions. Post-course critiques by previous Iwo 

Jima team members were part of the impetus to update 

the course; this training demonstrated first-hand how 

their suggestions had changed the course.

One of the first changes that impressed the Iwo 

Jima Air Boatswain, Chief Warrant Officer Frank Jusino, 

was how much of the training was shifted from the 

classroom to the lab. 

“I like how these changes cut out some of the 

classroom time and get our team right into the hands-on 

portion,” he said. Jusino was also looking forward to the 

opportunity for his team to practice lifting and moving 

NATTC’s inventory of “duds,” or stricken aircraft. 

“The opportunity to move around the ‘duds’ during 

the salvage training, and do it safely by the book, is part 

of what makes this training so valuable to my team,” 

Jusino said. “There just aren’t enough ‘duds’ up in 

Norfolk for us to regularly practice aircraft salvage lifts, 

so this training is a very important part of getting my 

team ready for flight deck emergencies.”

Story and photo by LT Jonathan Bacon

8 FALL-WINTER 2013 SEA COMPASS 
As Real As It Gets

According to Jusino, the Iwo Jima team was 

conducting this training because they had turned 

over approximately 80 percent of their personnel. 

“This team is extremely green, and this training 

will set them all up on a straight path in regards to 

their procedures and techniques,” he explained. 

“We also brought this team down here because we 

will get the best investment 

out of this. Most of these 

new Sailors will be on our 

team for up to five years, and 

bringing them here to train at 

this point means we can use 

this training experience as 

long as possible.”

Aviation Boatswain’s 

Mate (Handling) 3rd Class 

Logan Wyatt was one of the 

few members of the team 

who had been through the 

course before the revisions. 

He appreciated the changes 

made to the course. Wyatt 

also liked the decreased classroom instruction and 

the increase in hands-on instruction. 

“I think the firefighting training is very 

important for our team,” Wyatt said. “We can’t 

practice fighting real fires like this on the ship. Being 

able to do this brings us closer together as a team, 

makes us more knowledgeable, and helps us depend 

more on our teammates.”

The crash and salvage team training course was 

revised to increase the level of realism at the request 

of the fleet. NATTC’s shipboard crash and salvage 

course leading chief petty officer, Chief Aviation 

Boatswain’s Mate (Handling) Geoffrey Wyatt, 

explained that the critiques provided by the Iwo 

Jima team after a previous visit provided some of the 

feedback which was used to improve the realism of 

the training. 

“This is their first time through the revised 

course,” Wyatt said. “They can now see their 

suggestions in action as they train with the mobile 

aircraft firefighting training 

device (MAFTD). They use the 

A/S 32 P-25 firefighting vehicle 

to clear a path through the fire 

to the aircraft door. The team 

proceeds inside of the smoke 

filled MAFTD, retrieves ‘Rescue 

Randy,’ the simulated crewman, 

and egress the aircraft.” 

Another element added 

to the training allows the 

team to practice overhauling 

the fire using a thermal 

imaging camera to locate 

any remaining hot spots that 

need to be extinguished and 

cooled. In addition, re-flash scenarios have been 

incorporated, where the fire starts back up after 

being extinguished. 

“These changes, as recommended by the fleet, 

make the training more realistic. We conduct this 

realistic, high-risk training in a safe and controlled 

environment under the supervision of our crash and 

salvage subject matter experts, who have returned 

from the fleet to teach at NATTC,” Wyatt said.

LT Bacon is with the NATTC Public Affairs Office.

“WE CAN’T PRACTICE 

FIGHTING REAL FIRES LIKE THIS 

ON THE SHIP. BEING ABLE TO 

DO THIS BRINGS US CLOSER 

TOGETHER AS A TEAM, MAKES 

US MORE KNOWLEDGEABLE, 

AND HELPS US DEPEND MORE 

ON OUR TEAMMATES.”

– Aviation Boatswain’s Mate 

(Handling) 3rd Class Logan Wyatt

SEA COMPASS FALL-WINTER 2013 9
Peril

atSea

By LT James Walsh

S

ervice members routinely take on risk in everyday tasks. The level of 

danger can be masked by our extensive training or the frequency at 

which the tasks are performed, but the risk remains. One night at sea, 

those dangers nearly cost the life of one of our shipmates.

It was the first day underway on cruise. Most of us 

had deployed together the summer before and were 

excited to get back out to sea with nearly the same crew. 

We had to bring two helicopters aboard and traverse them 

into the hangar before we could even start thinking about 

the training events that were to take place the next day.

10 FALL-WINTER 2013 SEA COMPASS 
That day the wind was more than we would desire, 

but it was within the landing limits and the deck wasn’t 

pitching or rolling. We landed the first helicopter, 

straightened it, folded the blades, and moved it into the 

hangar. We had a short break until the other helicopter 

arrived and was ready to land. The wind had picked up 

only slightly, but it was still within limits. Our flight 

crew was performing impeccably, so events continued 

as scheduled. With the second helicopter on deck, we 

proceeded to straighten it in preparation for the short 

trip from the flight deck into the hangar. Once again, 

everything went off without a hitch. An experienced 

flight deck crew is a beautiful thing, and we were 

looking good. 

It was about 1900, and the sun had been down for 

more than an hour. At sea, away from urban lighting, 

it gets dark in a hurry. We could barely see the swells 

that were starting to pick up, and the wind picked up 

slightly from what it had been before. Collaborating 

with the bridge, we tried to get the winds within our 

limit of 45 knots to fold the blades. The bridge team 

did their best to slow the ship, but the winds were on 

the cusp of our limits. Mother Nature didn’t want to 

cooperate. Our detachment officer-in-charge decided 

not to push anything on the first day underway, so we 

secured the helo to the deck to wait out the winds. The 

flight deck crew used additional chains to fasten it to 

the deck in case we encountered heavier seas. I was the 

landing signal officer at the time. I secured from my 

station to brief the OIC on the condition of the aircraft 

and flight deck.

As I walked into the combat information center 

of the ship, I heard the call, “Man overboard.” The 

first call was as generic as any other drill on the 

ship, and I started making my way to a telephone to 

call and muster with my division. Seconds later the 

announcement came again, this time including “This is 

not a drill.” My heart sank.

Normal procedure after completion of flight 

quarters is to raise the nets, a job our maintenance 

personnel handle. Questions raced through my mind 

as I hustled back to the helo hangars. Was it one of our 

guys? Did he have on his float coat? Did it inflate? Who 

could it be? 

The hangar was bustling with activity. I pulled aside 

one of our maintainers and asked him, “Do we know 

who it is?” The name of one of our Sailors hit my ears 

and it stung like a smack in the face. One of the pilots 

had beaten me back to the helo hangar and started 

attaching his night vision goggles to his helmet in order 

to aid his vision on this cold, nearly zero-illumination 

night. There were a few people on the flight deck who 

were pointing and maintaining visual contact with a 

light a few hundred yards behind the ship. The light 

came and went with the swells. 

The aft lookout, upon hearing our crew yell that 

we had a man overboard, hastily activated a smoke 

float and threw it toward the man. The ship raced to 

man the boat deck and set emergency flight quarters. 

The small boat recovery team found our Sailor and 

saved his life. Our shipmate only suffered minor 

injuries. The next day we would fly him back to 

shore, and he would soon be home with his wife and 

newborn baby. 

That night and the following weeks I revisited my 

actions and those of my flight-deck crew. During the 

week before we deployed, I had run into that Sailor 

and his wife in the NEX. It was the first time I’d met 

his wife and his newborn baby. Seeing his spouse’s 

face in my mind, I couldn’t help but think that I 

put my crew at excessive risk that night by leaving 

the flight deck before they were done raising the 

nets. The conditions were marginal but didn’t “feel” 

dangerous. Moreover, our experienced flight deck 

crew had operated frequently in similar conditions 

on the prior deployment using the same standard 

procedures.

Aviators frequently hear the saying, “NATOPS is 

written in blood.” We see our manuals modified after 

incidents such as this one. Our detachment has since 

modified our procedures and coordination with the 

ship to protect our Sailors even further against the 

harsh conditions we face at sea.

I urge my fellow Sailors at sea and on shore to not 

become complacent in the fundamentally hazardous 

jobs we perform daily. If your procedures can be 

modified to increase safety while allowing effective 

mission accomplishment, then get that change routed.

LT Walsh is with HSM-51.

Questions raced through my mind 

as I hustled back to the helo 

hangars. Was it one of our guys? 

Did he have on his float coat? Did 

it initiate? Who could it be? 

SEA COMPASS FALL-WINTER 2013 11
By ETC (SS) Kevin Dawson

The photo shows 

why battery 

wells have signs 

prohibiting metal 

tools longer than 

7 inches. This combination 

wrench shorted across a battery terminal in a 450-volt DC 

battery and was nearly burned 

in half.

Safety signs are mostly 

associated with OSHA requirements in the workplace, such as 

eye hazards, noise hazards, trip 

hazards, and rotating equipment. A sign can warn about 

high voltage being present or 

a component with multiple 

power sources. Directional 

signs help crew members 

quickly respond to casualties.

These signs don’t just check a block. They play a 

practical role of preventing injuries and making the crew 

aware of the dangers at the workplace. However, safety 

signs are sometimes posted as quick-fix band-aids after 

mishaps rather than being viewed as important safety 

tools. 

The photo shown here dramatizes the results when 

safety signs are ignored, missing or misunderstood. 

Hazardous conditions routinely exist aboard ships. New 

Sailors must be made aware of all potential hazards that 

are present. They may have no idea of what could potentially be their “deadly shipmates.” 

Signs As Safety Tools?

ONLINE RESOURCES

Afloat NAVOSH Checklist

http://www.public.navy.mil/navsafecen/Documents/Afloat/Surface/Rsrcs/Checklists/NAVOSH_Checklist.pdf

OPNAVINST 5100.19E

Navy Safety and Occupational Health Program Manual for Forces Afloat

RELATED ARTICLE

“Can You Escape After the Lights Go Out?,” Sea Compass, Fall 2011, by DCC (SW/AW) John Ralston

These safety signs include everything from informational alerts to warning, security, fire prevention, 

general safety, walkways, hazardous material, and first 

aid. Ships are legally required to post, in every work 

center, appropriate signs for all dangers that may 

potentially cause harm to their crew or anyone aboard. 

Signs must be easily recognizable, visually clear and 

require no explanation. They must be prominent and a 

reasonable distance from the hazardous area. Don’t let 

them become just part of the woodwork. 

ETC Dawson is a support systems analyst at the Naval Safety 

Center.

You Bet.

12 FALL-WINTER 2013 SEA COMPASS 

OCCUPATIONAL SAFETY
I was changing a light bulb in the bo’sn locker, and 

I wasn’t wearing eye protection. A zone inspection had 

found that the light-cover mounting bracket was upside 

down. The inspector also pointed out that the light 

cover was missing a screw.

Easy fix, I thought. The light was going bad anyway, 

so I decided to kill two birds with one stone by changing 

the bulb and putting a new screw into the light cover. 

After changing the bulb, I had to screw on the 

middle mounting bracket (the bracket that was upside 

down) to secure the light cover. When I began to tighten 

the screw, the bracket began to push up against the light 

bulb. It exploded, sending powder and tiny shards of 

glass into my face and eyes. 

Two things ran through my mind: What the heck 

just happened? I need to get to medical! 

Not long after that, I sat in medical for 30 minutes 

with my face in an eye-wash station. I had a few small 

scratches on my cornea and a few painful days afterward.

If you haven’t ever used an eye-wash station, it is 

an unpleasant experience. I sat face-down with water 

fountains blasting water in my eyes nose and mouth for 

what felt like an eternity. On top of that, my eyes felt like 

they were just clawed.

I learned a valuable lesson. I now always consider 

what personal protective equipment I need to wear, even 

if I am doing something that doesn’t require an MRC or 

MSDS. I won’t even think twice about putting on some 

safety glasses before changing a light bulb. 

SN Vasil is with USS Bonhomme Richard (LHD 6).

By SN Richard Vasil

Everyone knows to wear their PPE when doing things like grinding or spray painting. 

However, sometimes we forget to use PPE for mundane tasks.

SEA COMPASS FALL-WINTER 2013 13
By AT1 Sherman Goodwin

The calibration laboratory (Cal Lab) aboard an 

aircraft carrier is designed for calibrating and 

repairing equipment that provides quantitative 

measurements. Common maintenance includes onsite calibrations performed in reactor and engineering 

spaces to minimize the time that critical systems are 

off-line. These maintenance tasks involve isolating and 

tagging out equipment to prevent damage and ensure 

the safety of Sailors doing the maintenance.

Aboard USS Nimitz (CVN 68), our maintenance 

process broke down while on deployment during an onsite calibration for a pressure switch in Main Machinery 

Room #1. The procedure should have been routine. 

During the initial scheduling, the gauge calibration petty 

officer (Cal PO) filled out an on-site request form. It 

stated that all equipment had been tagged out, tags were 

properly hung and work was ready to commence on a 

specified date. Just a walk in the park, right? 

As work began, the subject matter expert (SME )was 

again asked if all equipment was properly tagged out. He 

assured the Cal Lab on-site team that it had been done. 

He showed them the danger tags that were signed by all 

required personnel and hanging where necessary. 

As the maintenance technician began working 

on the switch, he received an electric shock when his 

finger came in contact with an energized portion of the 

plate switch. The technician immediately notified the 

collateral duty inspector (CDI) on scene. He went to 

medical where he received an EKG as a precaution and 

was released with no issues.

What had gone wrong? 

The on-site calibration team began work upon 

verbal confirmation from the SME that the equipment 

was tagged out and authorized on the work action form. 

However, the authorizing authority and the SME failed 

to notify the on-site team that the equipment was still 

energized. Clearly there was an assumption that the 

term “tagged out” also meant “de-energized.”

Electrical safety guidelines are clearly identified in 

several instructions, noting the requirements for working 

on energized equipment. Another indication that the 

switch was not de-energized was the lack of a protective 

boundary and an authorization from the commanding 

officer to work on this equipment while energized. 

De-Energized

Tagged Out

14 FALL-WINTER 2013 SEA COMPASS 
[You can read Machinist Mate 2nd Class Pacifico 

Delafuente’s article on “Shocking Deficiencies” on page 16, 

to get more insight on the planning stages of this evolution.]

Our crew learned a valuable lesson from this 

incident, and we have changed maintenance procedures. 

● The on-site calibration form has been revised to state 

that the equipment has been “de-energized” as well as 

“tagged out” to eliminate any confusion. 

● All required material, tools and equipment from all 

9802 series MIPs have been ordered and will be stocked 

by the calibration lab; outside departments won’t have 

to provide these materials. 

● All calibration lab personnel and gauge calibration 

petty officers have received training on procedures and 

maintenance in accordance with the publications. 

● An electrical safety video has been produced for the 

ship’s crew to reinforce required electrical safety PPE 

and materials. 

● For every on-site evolution, a qualified electrician 

is required to be on scene to perform an initial voltage 

verification (IVV) checks in accordance with the NSTM 

300 and to ensure all electrical connections between 

calibration standards and equipment being calibrated are 

within specification.

● The Cal PO is required to communicate with AIMD 

to allow feedback on isolations and the scope of the 

maintenance. 

AT1 Goodwin is the leading petty officer in Shop 4, IM-3 Division of 

the AIMD aboard USS Nimitz.

The MRC

The maintenance requirement card outlining 

this maintenance lists electrical precautions in 

the event work needs to be done on an energized 

switch. However, the MRC does not mention 

the ability to omit any of these steps if the switch 

is de-energized. Therefore, PPE must be worn 

and safety precautions followed regardless of the 

condition of the switch. 

The CDI failed to ensure that the technician 

had on PPE (rubber insulating gloves, insulated 

floor mat and face shield) because he had assumed 

the switch was de-energized.

The NSTM

The Naval Ships’ Technical Manual (NSTM 

300) outlines the procedures for working on 

energized and potentially energized equipment. 

This publication also details the PPE requirements 

and steps for ensuring that no voltage exists within 

a circuit prior to maintenance. An initial voltage 

verification (IVV) shall be performed by a qualified electrician wearing all required PPE prior to 

this circuit being deemed de-energized. 

The maintenance technician did not perform 

the IVV, thus making him unaware of the additional PPE requirements and precautions.

SEA COMPASS FALL-WINTER 2013 15
By MM2 Pacifico Delafuente

During calibration of a shipboard pressure switch, 

a maintenance technician aboard USS Nimitz

(CVN 68) received an electric shock. What 

should have been a routine tag-out procedure turned 

into an electrical-maintenance lesson learned. Although 

this Sailor wasn’t seriously injured, several maintenance 

procedural deficiencies prompted a thorough evaluation 

of the ship’s AIMD Division.

During the planning stage, the maintenance 

calibration petty officer (Cal PO) developed work 

controls describing the scope of the maintenance and 

outlining a tag-out protocol. The tag out included 

mechanical and electrical isolation to protect both worker 

and equipment. However, the Cal PO didn’t refer to the 

maintenance requirement card (MRC) for the isolation 

requirements. He based his work controls on one written 

in the past, which included the same tag out but intended 

for a different set up and working conditions. 

After the Cal PO and the calibration maintenance 

technician had scheduled a time, the technician readied 

his equipment and ensured that the proper procedure 

was issued. For this type of maintenance, the MRC 

requires specific electrical safety PPE including rubber 

insulating gloves. 

The maintenance technician — along with his 

work center supervisor — and the Cal PO met at the 

calibration site. Once the Cal PO had reassured the 

technician that the component had been tagged out, 

the technician prepared for his work on the component. 

Although the technician used some of the PPE, he felt 

the rubber insulating gloves were not needed because he 

believed that the component was tagged out.

During the set up for the pressure switch’s 

calibration, the technician was attaching the ohmmeter 

to check for proper continuity when the switch was 

shut. But instead of checking for AC and DC voltage 

per the MRC, the technician placed the ohmmeter to 

resistance, which would not indicate the presence of 

voltage. Furthermore, the technician had not done the 

initial voltage verification (IVV) checks outlined in the 

Naval Ships’ Technical Manual (NSTM 300 Rev. 9). 

Had he done the IVV check, the technician would have 

been aware of additional PPE requirements and separate 

electrical safety precautions. 

While attaching the connections from the 

ohmmeter to the switch, the maintenance technician 

received an electric shock. He immediately stopped 

and notified his supervisor, who suspended all 

maintenance work. The maintenance person went 

to medical for a mandatory evaluation and was later 

released with no issues.

Discrepancies involving work controls, tag outs, and 

maintenance and electrical safety practices contributed 

to this mishap.

During the work-controls process, no MRC 

was referenced and nothing was discussed with the 

maintenance technician to identify what would need to 

be isolated. 

During the tag-out portion of the event, the 

authorizing officer was not briefed on the nature of 

maintenance work. This would have raised questions 

of whether or not the right electrical safety precautions 

were being taken, thus preventing the shock from 

occurring even though the tag out did not include 

electrical isolations. 

It was a poor maintenance practice for a technician 

to not verify voltage and not use all the proper PPE. 

This incident disqualified the technician as 3M 301 

maintenance person. As a result, procedural changes and 

communication protocol have been implemented. 

[You can read Aviation Electronics Technician 1st Class 

Sherman Goodwin’s article on “De-Energized vs. Tagged 

Out” on page 14, to learn more about lessons learned from 

this evolution.]

MM2 Delafuente works in the AIMD IM-3 Division aboard USS Nimitz.

16 FALL-WINTER 2013 SEA COMPASS 
	It’s not the voltage that kills you, but the 

amperage (current). 

	Never work alone and make sure your safety 

observer is stationed at the emergency-cutoff 

switch (if possible) for the equipment on which 

you’re working. Communication is paramount.

	Never work on a live circuit unless it is absolutely 

necessary and you have your CO’s permission. 

Follow all precautions and wear the required 

personal protective equipment.

	Pay close attention to the safety training. If it 

wouldn’t be necessary, it wouldn’t be given. 

Follow the rules.

	Always report a shock. You might save 

someone’s life.

There’s Nothing Minor About 

Electric Shock

HERE ARE A FEW MORE SAFETY TIPS

TAKEAWAY

Reprinted with permission.

SEA COMPASS FALL-WINTER 2013 17
By LCDR Hector Ubiñas

Spinning rotors, ordnance, ground support 

equipment, VERTREP — the list of hazards on any flight deck is endless. However, I never would have thought that a 

simple watertight hatch could prove just as 

dangerous to our highly trained flight-deck crew. Aboard 

USS New Orleans (LPD 18), we learned about this silent 

peril the hard way.

New Orleans’ Air Department team was in the middle of a typical 10-hour flight window during our transit 

through the Western Pacific en-route to support 5th 

Fleet operations. The embarked Marine Corps helicopter detachment had been conducting functional check 

flights (FCF) and deck landing qualifications (DLQ) in 

preparation for our eventual entry into the Arabian Gulf. 

As we rotated our landing signalmen enlisted (LSE) 

crew through different flight deck stations, one of them 

had an unfortunate encounter with a door leading out to 

the flight deck. The LSE-qualified ABHAN was headed 

inside the ship for a much needed break from the action 

on the flight deck. As she was closing the door, she left 

her hand on the frame and closed the armored door on 

her finger.

After being rushed to medical, the corpsmen 

controlled the bleeding and took an X-ray of her finger. 

The image showed she had fractured it. She didn’t need 

surgery. Had it needed surgical intervention, she would 

have been flown off the ship and likely sent back to the 

mainland since the Amphibious Ready Group (ARG) 

does not have an orthopedic surgeon. Consequently, 

this would have had a debilitating effect on an already 

optimally manned flight deck crew where every Sailor is 

necessary for the ship to conduct flight operations. 

Doors are like ladders on ships. They are silent hazards that are largely underappreciated, and they are particularly overlooked on the flight deck where we place 

our focus on the dynamic hazards (rotorwash, refueling 

evolutions, running engines) during our safety briefs 

prior to flight operations. With so many larger, more 

obvious hazards on the flight deck, we failed to appreciThe 

Silent 

Hazard 

on the 

Flight 

Deck

The 

Silent 

Hazard 

on the 

Flight 

Deck

U.S. Navy photo by MC2Gary Granger Jr.

18 FALL-WINTER 2013 SEA COMPASS 
ate the less apparent hazards that are part of basic ship 

safety. They are briefed to all newly reporting personnel 

and refreshed annually thereafter for a good reason. Yet 

we did not give these hazards their due diligence and it 

could’ve cost us greatly had she needed further medical 

treatment. 

The flight deck is a dynamic environment ripe with 

hazards, which can easily harm our Sailors and Marines 

if not properly taken into account. This mishap could 

have ended much worse for our LSE and Air Department. The young lady could have easily fractured more 

than just her finger and been placed on light duty for 

a longer time. Lucky for her, the injury was minor and 

she is expected to make a full recovery. She will be back 

on the flight deck in six weeks. No longer will our flight 

deck team overlook doors and not give them their due 

attention in terms of safety. 

With 15,000-pound helicopters operating over the 

deck, forklifts busily zooming about, and the ever-present fear of being blown overboard, even the smallest of 

hazards can still prove just as potent. I know our flightdeck team will not easily forget this lesson.

LCDR Ubiñas is the Air Boss aboard USS New Orleans (LPD 18).

The flight deck is 

a dynamic 

environment ripe 

with hazards, 

which can easily 

harm our 

Sailors and Marines 

if not properly taken 

into account. 

Photo composite by John W. Williams

SEA COMPASS FALL-WINTER 2013 19
B2BPMS is your basic guide on how not to fall a victim of complacency. It is a 

common-sense approach to keeping your ship on the right course. Have you ever 

taken a shortcut to save time, but instead, cost you and your ship time, resources 

or people? Share your short story with our readers so they might learn from your 

experience. Submit your article to safe-seacompass@navy.mil.

By ETCS (SW/AW) Charlie Gauntt

Most ships have done a good job replacing their 

fall-protection equipment in accordance with 

message NAVSURFWARCENDIV PANAMA 

CITY FL 161233Z DEC 11. However, during some of 

our safety surveys, we’re still discovering that the unauthorized, plastic-cover Dyna-Brake lanyards are being 

used as working lanyards.

We have worked with Naval Sea Systems Command and 

the supply system to get the correct working lanyard 

model number updated in the fall protection allowance equipage list (AEL). If you receive unauthorized 

lanyards, don’t use them; work with your supply department to return them to the supplier.

Send any questions to safe-afloat@navy.mil.

ETCS Gauntt is an electrical analyst at the Naval Safety Center.

Do You Have the Right 

Working Lanyards?

Manning the bridge wearing fall protection

 equipment on USS Dolphin (AGSS 555).

By DCC (SW/EXW) Justin Jones

Ships are always humid because of their 

operating environment. External areas are 

most likely to suffer the negative effects of 

corrosion and salt build-up. Most ships do an adequate 

job ensuring that monthly maintenance is done topside 

and in hangar areas, as referenced in the MIP 6641/004 

Scheduling Aid 10 (SA-10). However, the additional 

requirements of SA-10 are often missed.

SA-10 says, “MRCs M-1R(C4SY), M-2R(W29Y), 

M-9R(C4TC) apply to high-humidity areas. Highhumidity areas are considered all-weather decks, helo 

hangar areas, all main and secondary engineering, 

galley/scullery spaces, laundry spaces or any spaces/

areas deemed by the unit to be high humidity.”

Humidity Hazards

ER09 work center supervisors and DCPOs must 

be aware of this scheduling requirement and ensure 

that the monthly maintenance requirement is being 

accomplished. Fire marshals and zone inspectors 

should inspect these items more frequently to ensure 

PMS compliance. Portable extinguishers are used more 

frequently and successfully at combating fires than hoses 

and installed firefighting systems. Therefore, it is most 

important that the portable extinguishers be kept in a 

reliable and ready condition. Immediate and successful 

fire suppression means a higher chance of preventing 

damage to equipment.

DCC Jones is a damage control analyst at the Naval Safety Center.

U.S. Navy photo

20 FALL-WINTER 2013 SEA COMPASS 
Chains and Hoists

By GSCS (SW) Noah Lopez

Are your maintainers doing PMS on your chain 

falls and monorail hoists? Does your work center 

have the associated MIPs?

These pieces of weight-handling equipment are 

important — and potentially dangerous — parts of 

various evolutions on naval ships and at shore facilities. 

It is important that they are properly maintained and 

working. But we continue to find problems during safety 

surveys. Common discrepancies include:

• 40 percent of the ships surveyed in FY13 had chain 

falls or monorail hoists that were not weight tested.

• The weight test data tags were not attached to the 

equipment.

• No PMS coverage or ownership.

• Weight capacities were not clearly marked.

PMS MIP 6645 contains basic information. GSO 

665c says that material handling equipment and 

systems label plates must include capacity, weight-test 

data and the location of portable monorail sections 

during routine operations and shipboard damage 

control.

GSCS Lopez is a main propulsion analyst at the Naval Safety Center.

Here are some do’s and don’ts from OPNAVINST 

5100.19E, paragraph D0204, regarding chainfalls 

and come-a-longs. Take care of the chain falls 

and monorail hoists and they will work well.

• Do not exceed weight for which the 

equipment was designed. 

• Never kink, twist, or knot chains or slings, 

as these are among the greatest causes of 

failures.

• Never splice or shorten chains by bolting, 

wiring, or knotting.

• Clearly mark chain falls and come-a-longs 

to show the capacity. Do not exceed marked 

capacity.

• Do not use chain — whether new, repaired, 

or to which hooks or rings have been added 

— without meeting the requirements for 

inspecting or weight testing. Tag defective 

chains or slings or immediately cut up and 

properly dispose of them.

• Do not subject chains to sudden shock while 

in use. Jerky movements put severe strains 

on the chain.

• Keep chains free from grit and dirt. Keep 

brakes free from grease, oil, and rust. Adjust 

for wear as required. 

• Do not drag chains or drop them on hard 

materials.

• Use attachments or fittings for chains of the 

type, grade and size suitable for service with 

the size of chain used.

• Do not operate unless the ratchet and pawl 

mechanism is engaged.

• Keep the equipment dry and rust-free. 

Lubricate only the load chain.

SEA COMPASS FALL-WINTER 2013 21
By EMCM (SW) Matthew Kerridge

Our surveyors have found unauthorized waste-disposal 

units in galley deep sinks aboard various platforms. 

Although we haven’t received a mishap report 

related to these units, they can seriously 

injure Sailors. 

The opening of these 

unauthorized units have a 

larger sink flange and cutting 

blades less than 1.5 times the 

largest diameter of the sink flange 

opening. Disposal units without 

the required safety features place 

our Sailors at greater risk of injury 

due to exposed cutting blades and 

moving parts. Another risk is that 

some of the smaller units will run for 

one minute after you press the stop 

button.

Somat Co. scullery grinders are 

equipped with both a safety interlock 

switch and a cover that keeps Sailors 

from reaching their hands into running 

equipment. 

According to COMNAVSAFECEN 

Afloat Safety Advisory 3-13 (091214Z APR 

13), all ships using the smaller units should 

follow the procedure to danger-tag the unit and manufacture a 

guard to prevent someone from injuring their hands.

Reference: Units must comply with guidelines set by 

Underwriters Laboratories (UL) 430 and the American 

Society for Testing and Materials (ASTM) F917. The following 

units we have found don’t comply with these guidelines: 

Fabwright, D.W. Boyd, Hobart, Insinger and American Delphi. 

EMCM Kerridge is the fleet electrical analyst at the Naval Safety Center.

22 FALL-WINTER 2013 SEA COMPASS 
SEA COMPASS FALL-WINTER 2013 23
http://www.public.navy.mil/navsafecen/pages/orm/orm.aspx

browse

preview

download 

sign up

Playbook ORMMANAGE RISK. ENSURE SUCCESS. COMPLETE THE MISSION.

It is a good thing that Sailors don’t typically work in confined spaces, because the hidden dangers are lethal. Whether it is a designated confined space (such as a tank and void) or a non-designated compartment that has limited access or egress, entering and 

working in such spaces is extremely hazardous and must never be considered routine. Confined spaces, especially in the engineering 

spaces, have access and egress points that can be inhibited by deck grating or machinery. Use the flow charts and checklists that are 

available in the Naval Ships’ Technical Manual (NSTM 074 Vol. 3, Rev. 6) to ensure that your ship’s Gas Free Engineering Program 

and confined-space entry are compliant. Here are some guidelines for filling out the “Closed Compartment and Void/Tank Opening 

Request Form” (page 74-C-13). Before crew personnel can perform any task, someone from the work center or division requesting 

entrance has to complete and route the form.

Confined Space Entry Checklist

 Describe the type of work to be done and list the personnel who will enter the space, the safety observers and the 

person in charge of the operation. Submit early to allow 

lead time and planning. The division leaders and the gasfree engineer (GFE) should address all hazards and ensure 

that all personnel on the list are qualified for the job.

 The GFE should review the documents listed in the “Gas 

Free Procedural Working Guide” (page 74-C-27, NSTM 

074). These items include:

• Previous gas-free certificates that were issued for the 

space or surrounding spaces to determine if hazardous 

atmospheres have been found in the area.

• Damage control (DC) isometric diagrams that show the 

layout of the compartment and surrounding spaces.

• DC book for information on ventilation systems, accesses, and system valves that may be encountered in the 

space.

• Other diagrams (engineering or electrical) that may 

provide system information to support tagout of systems 

that could pose an additional hazard to personnel in the 

space.

 Once the hazards and controls have been identified, ensure that all equipment is ready for entry and use. Perform 

maintenance, or verify as completed, on all systems. 

Document current weight test data for harnesses and 

verify completion of required maintenance. Ensure that all 

SAR/SCBA components are ready for use, HP and LP air 

gauges are calibrated, primary air supply pack and reserve 

air supply pack cylinders are at or above 4,000 psi, and 

SCBA are at 4,500 psi. Ensure that primary and secondary 

communication systems are operating properly and that 

all personnel understand terminology and the planned 

communication path. Calibrate and test all equipment.

DCC Jones is a damage control/firefighting analyst in the Afloat Safety Programs Directorate, Naval Safety Center. To receive weekly DC 

safety notes, send an email with your request to justin.m.jones1@

navy.mil.

 After completing step 3, open and evaluate the space. 

Ensure that barriers keep unauthorized personnel or 

onlookers away from the area. If flammable gases or 

vapors could be present, use non-sparking tools to open 

the manhole cover. Open the manhole cover and visually 

inspect the space. Note the distance to the bottom of 

the compartment or to any visible liquids in the bottom 

of the compartment. Test equipment must not become 

contaminated during the drop test. Perform the drop test 

and evaluate the space for safe entry of GFE-certified 

personnel who will do additional compartment testing. 

The GFE and an assistant — usually a GFE petty officer 

— should enter the space and conduct a thorough 

test of the space. Once complete, record results on the 

“Navy Gas Free Certification and Test Log.” Based on 

the test results GFEs should list all requirements and 

recommendations. If additional information is required, 

use the continuation page also provided in NSTM 074. 

Record the time and date of the initial test; the initial test 

expiration time and date must not exceed eight hours. If 

additional testing is required, record results and log test 

and expiration times, as applicable, on the “Gas Free 

Certificate.” If the compartment must remain open for 

work lasting longer than 24 hours, the GFE must issue a 

new certificate for the space. All recommendations and 

requirements must be conveyed on the new certificate at 

the expiration of the third re-test or re-certification.

 After finishing the work in the space, follow the compartment close-out procedures outlined in the “GFE Procedural Working Guide.” Return equipment to its readiness 

condition and stow for easy access in the event of an 

emergency. 

By DCC (SW/EXW) Justin Jones

24 FALL-WINTER 2013 SEA COMPASS 
Never enter a confined space before all hazards — atmospheric, engulfment 

and mechanical — have been identified and procedures have been developed 

to deal with them.

Always isolate the confined space from all unwanted energy sources or 

hazardous substances using blanking, blinding, double block and bleed, 

or lockout/tagout methods.

Always maintain proper mechanical ventilation 

in the confined space and make sure ventilation 

equipment doesn’t interfere with entry, exit, and 

rescue procedures.

Never introduce hazards such as welding, cleaning 

solvents, etc., in a confined space without first making provisions for these hazards and incorporating 

the provisions into the Gas Free certificate.

Always monitor for atmospheric hazards (oxygen, combustibles, toxics) prior to and during entry.

Never re-enter space once the permit has 

been revoked until the conditions causing 

the revocation are eliminated and the space 

is recertified.

Always provide constant communication between 

entrants and attendants, and remember to have backup 

communications if using two-way radios.

Always wear the personal protective equipment 

issued to you; be familiar with the use and 

limitations of that equipment; and be sure it’s 

properly maintained.

Never attempt rescue of confined space 

entrants unless you are part of a designated 

rescue team and have the proper knowledge, 

skills and equipment to effect safe rescue.

Always provide barriers, as necessary, to 

warn unauthorized personnel and to keep 

entrants safe from external hazards.

... AND NEVER, REPEAT NEVER,

ENTER A CONFINED SPACE ALONE!

Copyright 2011, Genium Group Inc.
What does this picture tell you? You can see that the 

Sailor in the foreground doesn’t have the required PPE. 

The picture says at least two things. 

• First, this is a very unsafe situation. 

• Second, watch-team back-up and supervision 

failed. 

The ship’s safety officer, duty fire marshal and fire 

watch all can intervene to correct unsafe situations. 

Does the at-risk Sailor understand the risks 

associated with welding? Does it matter that it’s a small 

job and will only take a minute for a small bead of weld?

The Sailor in the foreground was apparently aware 

of the hazard of arc flash, because he was looking away 

from the light. However, looking away doesn’t mean 

he did not need eye protection, gloves and a welder’s 

apron. 

This picture is far from unique. About a year ago, we 

saw a photo of a Sailor and a naval shipyard worker who 

were both working aloft. The shipyard worker had on a 

safety harness, but the ship’s force Sailor had determined 

that fall protection wasn’t required due to the “unique 

environment.”

While working at a small private shipyard, I saw 

something posted by the safety division that stuck 

with me. It was a caption at the bottom of the mirror 

in the men’s head. The caption read, “Meet the person 

responsible for your safety.”

Know the Risks Associated With Welding 

WHAT’S WRONG WITH THIS PICTURE?

By LCDR Richard Ray

We take submissions to “What’s Wrong With This Picture.” Please provide a brief narrative about the safety 

violations in the photo being submitted, any references related to correcting the errors, and your name (please 

provide an e-mail address for verification). Send your photo to safe-seacompass@navy.mil.

26 FALL-WINTER 2013 SEA COMPASS 
QUESTIONS, MYSTERIES AND UNCLEAR ISSUES ANSWERED BY NAVAL SAFETY CENTER ANALYSTS

Send your questions to safe-seacompass@navy.mil.

Our afloat safety surveys find 

that electrical workbenches 

are one of the items with the 

most discrepancies. Some of these 

shipboard workbenches are often 

downgraded to mechanical use 

because they’re easy to maintain or 

there’s no money to purchase the 

usual type.

Since Naval Ships’ Technical 

Manual (NSTM) (300, Revision 

9) was enacted in 2012, there have 

been some changes that some 

commands are still not following. 

Appendix H provides information 

and descriptive pictures with 

explanations to ensure electrical 

workbenches meet the standards. 

It states that there shall be, at a 

minimum, one electrically-safe 

workbench maintained onboard. It 

further states that all downgraded 

benches shall have a DFS 

(departure from specifications) 

in place and shall be authorized by the commanding 

officer vice the electrical officer. 

Another important item is the foundation of the 

bench or the bench base-mount. The foundation 

requires a plastic laminate or electrical-grade rubber 

matting barrier in place. Figure 300-H-3 (illustrated) 

in NSTM 300 demonstrates this and addresses the 

requirement for a laminate along the horizontal surface 

underneath the cabinet itself.

HOW TO STANDARDIZE

How do you bring an electrical bench back up to 

standard from being a mechanical bench? In some cases, 

it is much easier to submit a job to have an outside 

STANDARDIZING

ELECTRICAL WORKBENCHES

source complete the maintenance. If a command has 

the money to have ships’ force complete the work, refer 

to the NSTM and the list of items with stock numbers 

in Appendix H, Section H.2 gives the procedure to cut 

and drill the benelex or arboron. If submitting a current 

ship’s maintenance project (CSMP) work order, cite 

the NSTM to ensure the job gets done according to 

requirements. Appendix H also covers placards, nuts, 

bolts and the test panel with disconnect switches.

Once the bench is back up to standard and your 

command is following the guidelines delineated in 

the NSTM, break out the NSTM and MIP that covers 

workbenches and ensure you are in full compliance.

By EMCM (SW) Matthew Kerridge, Fleet Electrical Analyst, Naval Safety Center

SEA COMPASS FALL-WINTER 2013 27
By Mark Leishear

I

was raised around water and have spent most of 

my 53 years around it, as well. It has always had 

a calming effect on me. So as the children moved 

away, my life migrated to my dreamed-about lifestyle 

aboard my sailboat. 

Naturally, I make sure my guests know what to do if 

they fall into the water at the marina. I figured it would 

be simple. Depending on the tide, you can stand up and 

just wade to the dockside ladder. If you can’t stand up, 

you have to swim. The ladder is about 40 feet away from 

the middle of a 60-foot pier.

The other factor in the drama I’m about to describe 

involves my choice of seasonal apparel. Predictably, 

during the winter, I wear thermal undergarments, t-shirt, 

sweatshirt, hoody, thick nylon jacket, and watch cap. I 

like to wear my steel-toed flight-deck boots, laced to the 

top around nice warm wool socks. I double-wrap and 

double-tie the laces.

One day in February, I stepped out to a relaxing 

setting as the sun was going down on the creek where 

my boat was docked. It was a clear day, a little chilly, with 

light winds. I looked into the dinghy hanging off the 

davits. I noticed some water on the seat. All it needed 

was a mild sway to drain it so it didn’t turn into ice and 

mess up my waterline.

It was a routine chore: sit on the stern rail and push 

out with one foot. I started and decided to text my 

girlfriend, light a smoke and enjoy the view. Thanks to 

this multitasking, I wasn’t paying attention to what I was 

doing. One foot on the dinghy turned to two. Then the 

wooden gunnels on the dinghy gave way, the stern of the 

dinghy went down and so did I.

I immediately found myself submerged and 

scrambling for the bow of the dinghy still hanging onto 

the davit. Trying to climb the dinghy through the davit 

was impossible. The seats in the dinghy are lengthwise, 

not side-to-side. I rested for a bit and gripped the bow. 

Finally, I conceded. I need to go into the water and swim 

to the ladder.

The water was way over my head and I couldn’t 

touch bottom. It took every bit of strength I had 

to surface. The weight of my wet clothes and boots 

were too much. I couldn’t swim to the ladder. During 

Hurricane Sandy I had tied a line from stern to stern on 

the sailboat behind me as a precaution. That line came in 

handy. As I came to the surface, I grabbed it and started 

to the stern of the other sailboat. Soon I was between 

the sailboat and the dock. I kept my grasp on the line 

as I reached for the dock. The cleat was accessible, but I 

still couldn’t pull my soaking body up on the pier. I hung 

on to it as I racked my brain for another plan.

I rested on the dock lines wrapped around my 

shoulders. My breathing was very heavy; I could hear my 

heartbeat in my head. My calves began cramping and, 

as the sun went down, the cold was affecting me. I tried 

to relax and kept telling myself that I was not going to 

drown. My energy was fading fast, but I knew I had to 

get out of the water soon. 

I tried to raise my legs onto the other dock lines; 

they wouldn’t raise an inch. So I went under and 

What Not to Wear 

Aboard a Boat

WATER SAFETY

28 FALL-WINTER 2013 FALL-WINTER 2013 SEA COMPASS SEA COMPASS 
grabbed my left leg. My grasp was now ineffective — 

four fingers were acting as one and the thumb was the 

pincher. I pulled up my left leg and laid it on the dock 

lines. That little exertion made me start panting and 

made my heart start racing again. I leaned back and 

tried to relax. Then I pulled the right leg over, stretched 

out on the dock lines and rolled onto the pier.

I felt sick, but I forced myself to get up and rush 

aboard my boat. I stripped off my clothes and jumped 

in my berth to warm myself. My body began to shake 

and the cramps on my calves weren’t going away. I was 

afraid I was going into shock.

I made some coffee and gulped it down, then put 

some soup in the microwave. I got on the computer to 

send an email to my girlfriend. I needed to let her know 

that my cell phone was ruined when I fell overboard. 

She told me that an hour and 15 minutes had gone by 

since I had texted her. I assumed I’d been in the cold 

water for about 50 minutes. I took two aspirin, went to 

bed about 1930 and slept until 0830 the next day. My 

The water was way over my 

head and I couldn’t touch 

bottom. It took every bit of 

strength I had to surface. 

Illustration by John W. Williams

legs felt like I had done too many squats with too much 

weight. There were bruises behind my knees. My back 

was tender from armpit to armpit, from resting on the 

dock lines.

Later, as I walked by the dinghy hanging of the stern 

of my boat, I just didn’t feel like fooling with it. I looked 

at all my clothes for boating and clothes for work. They 

didn’t even compare. I knew I needed shoes or boots 

that came off fast — maybe deck shoes or a pair of those 

lobster deckhand boots. My jackets were heavy. I should 

have worn my lightweight jacket. 

I also have re-evaluated my dockside overboard 

plan. Now at each dockside cleat I have a minimum 

of bitter end to go over the pier and be able to form a 

loop to act as a stirrup. I could very easily slip my foot 

into the stirrup and pull and push myself onto the pier. 

This works well for a floating dock, since it does not 

accommodate swim ladders like a usual dock.

Mr. Leishear works at VX-23, Patuxent River, Md.

SEA COMPASS SEA COMPASS FALL-WINTER 2013 FALL-WINTER 2013 29
Photo courtesy of the author

Boat Refresher

Good for all ages, experience

By John Scott

After having spent 27 years owning and operating small 

boats, I found out that I had to take a mandatory training 

class. Would I learn some things that I didn’t know 

already? I was curious.

RECREATION AND BOATING SAFETY

30 FALL-WINTER 2013 SEA COMPASS 
Most importantly I was made aware of the naval vessel protection zone, 

in which boaters must operate at minimum speed within 500 yards and 

contact the Navy ship and then pass no closer than 100 yards.

Thirty-six states have mandated some form of 

required boater-safety training. Not surprisingly, 

coastal states where the Navy tends to operate are well 

represented on that list (with the notable exception of 

California).

I purchased my first boat shortly after entering 

the Navy at age 22. I thought that instead of buying 

one of those dangerous ensign-mobiles or a justfreshly-made-popular-by-Top Gun Kawasaki Ninjas 

(movie buffs can now place my age at 49), I would get 

a used boat.

Drawing on that Navy can-do attitude, I bought 

it without even owning a tow vehicle. That’s what 

friends are for, right? Soon after I bought the first 

of four tow vehicles that has spanned the 27 years. 

The first three had manual transmissions and weren’t 

rated for the full load of my boat and trailer, but that 

is a separate safety article.

Fast forward 27 years and a whole slew of boatownership safety sea-stories later (like the one 

and only time I forgot to put the plug in the bilge 

was in 48-degree water with my newborn daughter 

in her car seat strapped to a chair). I am now a 

cautious, experienced and skilled operator. Virginia’s 

requirement is being phased in by age. Technically, I 

wasn’t due but I wanted to get it done as an example 

to my children and before my old-dog brain can’t learn 

any new tricks.

I looked at the various options: one-day classes, 

two-day classes, free and paid on-line classes, and 

even a “challenge exam.” I decided on a free on-line 

course that forces a minimum of 24 seconds spent 

on each page in order to meet the minimum threehour time requirement. Most screens had more than 

24 seconds on material, so the countdown clock had 

little bearing on my progress. I estimate it took six 

hours to complete the six sections.

The quiz items were definitely covered in the 

material presented but there were also items too 

nit-picky to be stored anywhere other than shortterm memory. I did learn some valuable items, such 

as that the gentleman from U.S. Power Squadron 

who boarded my vessel last month for a “courtesy 

inspection” was wrong in writing me up for not 

having proper signaling devices. These devices aren’t 

required for my boat on inland waterways. Besides, 

based on a quick query of the WESS database, more 

people are hurt by signal flares than are saved by 

them.

Most importantly I was made aware of the naval 

vessel protection zone, in which boaters must operate 

at minimum speed within 500 yards, contact the 

Navy ship and then pass no closer than 100 yards. 

That could have been the ultimate safety tip for the 

motor boat this past 4th of July holiday that closed a 

CG to 150 yards at high speed in the Thimble Shoals 

channel. That guy was lucky the CO decided to 

release just an OPREP, instead of a burst of 50-caliber 

rounds. 

Overall, the requirement is good. The training was 

a valuable review of my past training and experience 

along with a fair amount of fresh information (who 

knew you can’t toss the crust of your sandwich in the 

water?). Frankly, I think it would be a pretty tough 

class for a 22-year old with no experience, which I 

guess is the point. 

Note: 

Various states have numerous permutations 

requirements based on age and vessel types. I suggest 

the Boat U.S. Foundation for Boating Safety and 

Clean Water as a comprehensive source for your state’s 

requirements (http://www.boatus.org).

Mr. Scott is the data management and services division head, Naval 

Safety Center. 

About the photo: Unless she gets her Virginia boating 

safety certificate by next July, my wife won’t be able to 

pull me waterskiing.

SEA COMPASS FALL-WINTER 2013 31
hen winter weather conditions become 

severely cold, prolonged exposure to low 

temperatures can result in frostbite and 

hypothermia.

Know how to protect yourself whether you’re 

working on the flight deck, skiing on the slopes or 

shoveling snow after a blizzard. Sailors on ships or flightduty status are trained to protect themselves by wearing 

the anti-exposure suits. Folks who are active in winter 

sports know the right gear when heading outdoors. 

Those who perform routine winter-preparedness chores 

must also protect themselves from cold-related illnesses.

Would you be ready for the worst? If you survive 

a man-overboard situation, what would you do after 

getting out of the water? If you must eject from an aircraft 

during a winter storm, would you be able to survive the 

elements? If you rescue someone who fell into a frozen 

lake, what could you do to help? Here are some tips to 

help you spot and put a halt to these winter hazards. 

How to avoid cold-related illnesses

Dress properly. Wear several layers of loose-fitting 

clothing to insulate your body by trapping warm, dry 

air inside. Numerous modern, synthetic materials do 

an excellent job at trapping warm air and resisting 

dampness.

Exposed skin, such as the head and neck, lose more 

heat than covered skin. Your cheeks, ears and nose 

are the most prone to frostbite. Wear a hat, scarf and 

turtleneck sweater to protect these areas.

Avoid frostbite and hypothermia when you are 

exposed to cold temperatures by wearing layered 

clothing, eating a well-balanced diet, and drinking 

warm, non-alcoholic, caffeine-free liquids to maintain 

fluid levels. 

Frostbite: What to look for

The extent of frostbite is difficult to judge until 

hours after thawing. There are two classifications of 

frostbite:

• Superficial frostbite is characterized by white, 

waxy or grayish-yellow patches on the affected areas. 

The skin feels cold and numb. The skin surface feels stiff 

and underlying tissue feels soft when depressed. 

• Deep frostbite is characterized by waxy and pale 

skin. The affected parts feel cold, hard, and solid and 

cannot be depressed. Large blisters may appear 

after rewarming. 

What to do

1. Get the victim out of the cold and to a 

warm place immediately. 

2. Remove any constrictive clothing that 

could impair circulation. 

3. If you notice signs of frostbite, seek 

medical attention immediately. 

4. Place dry, sterile gauze 

between toes and fingers to 

absorb moisture and to keep 

them from sticking together. 

5. Slightly elevate the affected 

part to reduce pain and swelling. 

6. If you are more than one hour 

from a medical facility and you have warm 

water (102 to 106 degrees Fahrenheit), 

place the frostbitten part in the 

water. If you do not have a 

thermometer, test the water 

first to see if it is warm, not hot. 

Rewarming usually takes 20 to 

40 minutes or until tissues soften. 

Recognizing and Preventing 

COLD WEATHER SURVIVAL

32 FALL-WINTER 2013 SEA COMPASS 
What not to do

1. Do not use water hotter than 106 degrees 

Fahrenheit. 

2. Do not use water colder than 100 degrees 

Fahrenheit since it will not thaw frostbite quickly 

enough. 

3. Do not rub or massage the frostbite area. 

4. Do not rub with ice or snow. 

Hypothermia

Hypothermia occurs when the body loses more heat 

than it produces. Symptoms include change in mental 

status, uncontrollable shivering, cool abdomen and 

a low core body temperature. Severe hypothermia 

may cause rigid muscles, dark and puffy 

skin, irregular heartbeat and respiration, 

and unconsciousness.

Treat hypothermia by protecting the 

victim from further heat loss and seeking 

immediate medical attention. Get the victim 

out of the cold. Add insulation such as 

blankets, pillows, towels or newspapers 

beneath and around the victim. Be sure 

to cover the victim's head. Replace wet 

clothing with dry clothing. Handle the 

victim gently because rough handling 

can cause cardiac arrest. Keep the 

victim in a horizontal position.

Visit the Naval Safety 

Center winter resources page 

at http://www.public.navy.mil/

navsafecen/pages/media/seasonal/

index.aspx.

 Frostbite, Hypothermia

The main deck aboard the U.S. 7th Fleet USS Blue Ridge (LCC 19) is 

covered by snow a during a winter storm in Yokosuka, Japan. U.S. Navy 

photo by MC2 Mel Orr

SEA COMPASS FALL-WINTER 2013 33
34 FALL-WINTER 2013 SEA COMPASS