Energy Drinks Promise to 

Beat ‘That 2:30 Feeling’Page 6

Do you depend on a ‘hi-octane’ 

fix to stay awake or energized? 

Know the risks.

Combating

Fatigue

safety standdown Let’s Move It Outside! Page 10

operational stress control No One’s Going to Die Today Page 14

plus: Summer Safety Guide Page 27

Smart Choices. Good Strategies.
Summer Safety Guide 27

Know the illnesses and dangers 

associated with heat and summer 

activities. Follow basic safety 

procedures if you plan on being 

around water, exercising, gardening, or working outdoors.

Navy Reading Program 16

Get into books and e-books this 

summer with the CNO’s Reading 

Program. Browse a wide selection of titles for warfighting, operating forward and being ready.

DECISIONS

RDML Kenneth Norton, Commander, Naval Safety Center

COL Michael Young, USMC, Deputy Commander

CAPT Richard Jones, USN, Director, Shore and Ground Safety Programs

Mr. James Culpepper, Director, Occupational Health and Industrial Safety Programs

Mr. John Mahoney, Communications and Marketing

Editorial Staff

Media Division Head Derek Nelson

Editor Evelyn Odango 

Design and Graphics Allan Amen

John W. Williams

Web Design and Management Darlene Savage

web assistant Jeff Morelen

editorial office

Commander, Naval Safety Center

Attn: Decisions

375 A Street

Norfolk, VA 23511-4399

757-444-3520, ext. 7220 (DSN 564-3520)

Fax: 757-444-6791

Editor’s e-mail: evelyn.odango@navy.mil 

General e-mail: safe-decisions@navy.mil

Shore Mishap Line: 444-3520, ext. 7840/7145

Shore safety e-mail (USN): safe-code40@navy.mil

Shore safety e-mail (USMC): safe-ground@navy.mil 

OSH safety e-mail (USN): safe-oshfdbk@navy.mil

SUBMISSIONS 

Submit your stories or news items to: safe-decisions@navy.mil. E-mail letters 

to: evelyn.odango@navy.mil or write to: Commander, Naval Safety Center, Attn: 

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

Contents and opinions expressed 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.

DISTRIBUTION 

To get on our distribution list, e-mail safe-decisions@navy.mil or download and 

fill out a form at http://www.public.navy.mil/navsafecen/pages/media/submit_

subscribe.aspx#subscribe.

Decisions magazine (ISSN: 2167-2431 / ISSN: 2167-244X) is published twice 

a year: Spring/Summer and Fall/Winter, and distributed to target audiences 

located at shore-based commands, deployed with aircraft squadrons and carrier 

groups, and DoD agencies. Decisions 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: Decisions, 375 A Street, Norfolk, VA 23511-4399.

The Naval Safety Center Magazine for Shore, Ground and Industrial Operations

Spring-Summer 2013 / Vol. 2, No. 1

Energy Drinks Promise to Beat 

‘That 2:30 Feeling’ 6

There’s no substitute for a good rest 

and ample sleep. Know the dangers of 

overconsumption of energy drinks.

Operational Stress Control 13

The Naval Center for Combat and 

Operational Stress Control offers 

resources, success stories, and 

tools to help leaders and service 

members deal with personal or 

combat-related stress.

Commander’s Message 5

Rear Adm. Kenneth “K.J.” Norton’s 

welcome message and perspective 

on the Naval Safety Center’s role 

in risk management and mission 

accomplishment.

Let’s Move It Outside! 10

Fighting Redcocks host creative, 

interactive events. VFA-22 safety 

standdowns get personnel involved and 

engaged in activities.

No One’s Going to Die Today 14

A hospital corpsman shares his combat 

zone experience. Being there for a 

fellow Marine or Sailor can help reduce 

stress and prevent mental distress.

NAVAL SAFETY CENTER TECHNICAL ADVISORS

FRONT COVER: Photo-Illustration by John Williams

BACK COVER: Courtesy of Jeff Morelen

Occupational Health & Industrial Safety Programs

Installations and Industrial Safety Ext. 7845

Steven Geiger, CSP steven.geiger@navy.mil

Safety and Occupational Health Manager

Joseph Perfetto joseph.perfetto@navy.mil

Safety and Occupational Health Manager

shore/ground Safety Programs

Training Safety Division Ext. 7841

LCDR Aubrey Hamlett aubrey.hamlett@navy.mil

Training Safety Division Head

CAPT Warren O’Connor warren.o’connor@navy.mil

Mishap Investigator/Publications Liaison

Traffic and RODS Division Ext. 7842

Michael Borkowski michael.borkowski@navy.mil

Traffic/RODS Specialist (AAA/EVOC)

Lisa Johnson lisa.l.johnson3@navy.mil

Traffic/RODS Specialist (Motorcycle) 

Weapons Systems Safety Division Ext. 7843

GYSGT Amber Allison amber.allison@navy.mil

Explosives and Weapons Analyst (Ground/USMC)

Tactical Systems Safety Investigations Ext. 7844

DJRS/Jump Ext. 7744

GYSGT Joshua Holcomb joshua.j.holcomb@navy.mil

Motor Transport OPS Chief

To contact a safety analyst by phone, call the main number, 757-444-3520 

and dial the extension at any time during the greeting. 

FEATURES

in this issue

contents i Spring-Summer 2013

READER COMMENTS

“Just wanted to let you know the recent issue of 

Decisions Magazine is timely and chock full of useful 

information that I hope to incorporate into a training 

program for the construction workers at my current 

place of employment. I was working on a way to get 

the crews more involved and thinking ahead about 

their tasks and this issue will be of great help. It’s just 

what I needed. 

I also wanted to let you know that Naval Safety 

Center has an impact beyond the Navy, even way out 

here in Illinois at my local construction company, just 

north of Great Lakes. So, please keep up the good 

work. We’re all in this together. Thanks for a great 

issue.”

—Michael Hirvela, YNC (SW) USN (Ret.)

DECISIONS I Spring-Summer 2013 1
http://twitter.com/NSC_Updates

http://www.youtube.com/navalsafetycenter

http://www.facebook.com/NavalSafetyCenter

On the Web

http://www.public.navy.mil/navsafecen/pages/media/decisions/index.aspx

Decisions on Your Smart Devices

You can now take Decisions magazine 

with you as a PDF. Scan the code with 

your smartphone to download the full issue 

(data rates may apply). You must have 

the PDF reader app for this to work. For 

more information visit the Adobe Web site at http://www.

adobe.com/products/reader-mobile.html. 

Decisions on the Web

Keep up with every issue of 

Decisions magazine online. 

Articles and stories are archived 

– with title, author, issue date, and 

page number. Visit the Decisions

home page at http://www.public.

navy.mil/navsafecen/pages/

media/decisions/index.aspx to 

download the magazine. Send us your comments and 

feedback at safe-decisions@navy.mil and let us know 

how you like this feature.

Send Us Your Story

We’re always looking 

for stories about best 

practices, lessons 

learned, technological 

advances, research and 

development, new ideas, 

personal experiences, 

and risk-and-resource management strategies. Visit 

http://www.public.navy.mil/navsafecen/pages/media/

submit_subscribe.aspx#submit or send your draft to 

safe-decisions@navy.mil.

best practiCes

Ergonomics 18

EA-6B maintainers at FRC Northwest 

know the injuries that can occur 

from heavy lifting and carrying. New 

devices give them relief when working 

on the aircraft’s pods.

Return to Homeport 22

VAQ-139 Cougars augment Family 

Support Center’s presentation by 

focusing on the first 96 hours of 

homecoming.

takeaway

Assertiveness 24

A pilot’s decision to assert himself 

during a preflight check may have 

diverted a class-A mishap. Speak your 

mind when you know how to avoid a 

potentially hazardous situation.

Situational Awareness 26

In FY12, six people died as a result 

of electrical-related mishaps. Know 

the potential for hazards and how to 

prevent injuries or death.

off duty

Fireworks Handling Tips 28

Don’t be “that guy” who loses a hand, 

causes a fire–or worst–injures or kills 

others.

Distracted Driving 30

Take this experiment to see how fast 

your “driving bubble” can shrink.

Water Recreation 31

Would you know what to do if an 

outdoor adventure turns into a lifethreatening situation?

Bicycle, Cars & You 32

Avoid a roadway mishap by wearing 

the right bicycle PPE, heeding safety 

regulations and not wearing listening 

devices while riding.

Motorcycle Riders Rally 33

USS Makin Island (LHD 8) motorcycle 

club gives Sailors training, experience 

and adventure. 

EDITOR’S NOTE

elcome to our first-anniversary issue. Since 

publishing the first edition of Decisions last 

spring, we have addressed a variety of topics 

to inform, educate and entertain our readers. We hope 

the articles we’ve published have helped you manage 

risks associated with your job and daily activities. 

Our contributing writers, subject-matter experts 

and fleet photographers have given us substantial material to cover in these issues. Their expertise, knowledge and personal experiences have been instrumental 

in providing you with relevant information. We also 

thank our readers and subscribers for keeping our 

magazine’s distribution active.

In conjunction with the hard copy, Decisions

magazine is also available on the Naval Safety Center 

Web site. If you have not taken advantage of this feature, visit us online to read or download back issues, 

submit stories and get on our distribution list. As with 

any safety magazine, we strive to capture the essence 

of our mission: to provide resources so you can operate safely. 

In his inaugural commander’s message, Rear 

Adm. Kenneth Norton, outlines his role and expectations as the new Safety Chief (page 5). Our feature 

stories highlight critical elements that can impact your 

ability to manage risks. The article on energy drinks 

(page 6) reveals some of the dangers of substituting 

caffeine for a good-night sleep. VFA-22’s creative approach to safety standdown gets personnel out of the 

classroom (page 10). A hospital corpsman reveals that 

listening to a fellow Marine can help reduce operational stress (page 14). Cmdr. Daniel Dolan, a professor at the Naval War College, offers his perspectives 

on the Navy Reading Program (page 16). This issue is 

also packed with best practices, takeaways, off-duty 

lessons learned, and safety resources to help you get 

started with your summertime planning.

Most importantly, we want to hear from you. 

Let us know how we’re doing or if there’s anything 

else we should be offering. Are these articles helpful in getting your job done? Give us some feedback 

on topics you want us to cover. Thank you for your 

continued support. We look forward to receiving your 

articles for the fall/winter issue.

 Evelyn Odango

 evelyn.odango@navy.mil

Need material for your next safety standdown? Browse our collection of 

resources to complement your activities. See full listing on page 12.

•	Posters for download

•	Presentations to customize

•	Brochures to hand out

•	Videos to educate and entertain

editor’s note 3

orm playbook 20

departments i Spring-Summer 2013

in every issue

multimedia resources

http://www.public.navy.mil/navsafecen/pages/media/media.aspx

Social Media Community

Connect with us on the Web or your mobile device 

through these social networks:

DECISIONS I Spring-Summer 2013 3 2 Spring-Summer 2013 I DECISIONS
RDML Kenneth “K.J.” Norton

commander’s message

Greetings Shipmates,

As the new Safety Chief, I’m extremely concerned 

about the impact of the fiscal challenges we face on 

our abilities to train warfighters, operate forward and 

maximize readiness. There is no better time than now 

for the Naval Safety Center to align efforts with Com-

mander, U.S. Fleet Forces Command. Together, we 

will “operationalize” safety and amplify the need for a 

culture that enables our people to manage the risks that 

threaten combat readiness. 

By operationalizing risk management throughout 

the fleet, we will strengthen our abilities to bridge re-

source gaps and infuse safety in our daily operations. 

Managing risks and preventing the preventable must 

not take a backseat to mission planning and execu-

tion—they are an intrinsic part of that planning and 

execution.

Engaging and protecting our people means giving 

them resources to get the job done and holding them 

accountable for their actions, on or off duty. I encour-

age all leaders to take a severe look at your respective 

organization and see how you’re doing with mishap 

rates. Having a mishap-free operational goal requires 

an all-hands effort. As an example, scheduling a safety 

survey from the Naval Safety Center doesn’t mean 

you’re not doing well; it demonstrates a commitment 

to welcoming training opportunities for your people to 

identify and correct the discrepancies that potentially 

can lead to mishaps.

The expectation is that each Sailor, Marine and 

civilian will use every tool in the tool kit to recognize 

hazards and subsequently minimize exposure to them. 

Hone your time-critical risk management skills and 

make them second nature in your daily tasks.

Our responsibility for being safe, operationally 

and personally, requires a culture that doesn’t allow 

mishaps to dictate our performance. Featured articles 

in this issue address critical components of that re-

sponsibility. The authors share tips for smart driving, 

techniques for making safety standdowns engaging, 

and resources for preventing operational stress. Our 

contributing writers are also a great resource for best 

practices, takeaways and off-duty safe practices.

No doubt, the months ahead will be challenging. 

But by applying our expertise and resources together, 

we can make big improvements on how we prevent 

mishaps. And finally, by sharing lessons learned in 

mediums like Decisions magazine, we’ll keep point-

ing out safety issues that degrade our readiness so 

we can preserve our resources; the most important of 

which is our fellow shipmates.

4 Spring-Summer 2013 

I DECISIONS DECISIONS 

I Spring-Summer 2013 

5
By Lt. Cmdr. T.E. Sather, MSC, USN, CAsP

Naval Aerospace Medical Institute

After a long shift, you 

head out for a long 

weekend. You’re tired and 

sleep-deprived. The long 

stretch of road seems endless, 

especially when you’re driving by 

yourself. Trying to stay alert, you 

start consuming energy drinks. 

Eventually you’ve had three of them. 

Are you feeling safe?

One of the many problems with energy drinks 

is that although they increase a driver’s 

alertness for about an hour or so, there are 

serious after-effects. Studies have found that 

an hour after drinking a highly caffeinated and sugared drink, motorists suffered delays in their reaction 

times and are less able to concentrate. The drinks can 

even make drivers feel more tired. 

Drinking an energy drink to replace a good 

night’s sleep for driving is a terrible idea. For many 

of us, drinking coffee or tea is part of our daily routine. But caffeine cannot compensate for the mental 

and physical alertness that a person gets from a full 

night of sleep. 

Researchers have reported that those who consume large amounts of caffeine have been known to 

display erratic behavior such as restlessness, agitation and irritability. This poses danger not only to the 

driver but also to other motorists. 

As a driver begins to feel tired, it is normal to 

have another energy drink. The more energy drinks a 

person consumes, the greater the risk of developing a 

clinical condition known as “caffeine intoxication.” 

The dangers of caffeine intoxication have been noted 

by the Food and Drug Administration (FDA), which 

described it as having similar effects to drunkenness, 

including irritability, muscle twitching and slurred 

speech. (See “Caffeine Intoxication,” page 9.)

Studies have shown that moderate use–one or two 

cups of coffee or one energy drink—has significantly 

improved driver alertness and reduced sleepiness 

during prolonged highway driving. The problem with 

consuming energy drinks to combat fatigue is that although energy drinks do give a temporary boost, they 

are known to cause energy slumps when they wear 

off. Tired drivers may drink a can of energy drink and 

be fine for an hour, but after that they will experience 

a dramatic drop in their energy levels and will have 

trouble concentrating or reacting to sudden alterations 

on the road.

As workloads grow and demands on schedules increase, many people turn to stimulants, painkillers and 

anti-anxiety medications to help launch themselves 

through the endless daily to-do lists. In today’s culture, better living through chemistry is the norm. So 

what happens when we find ourselves tired on a daily 

basis? We turn to some type of energy booster. This 

could be a cup of coffee, tea or a drink with “energy 

blends.”

Energy drinks promise to give us wings, to provide a boost to beat ”that 2:30 feeling”, to be a remedy 

for a poor diet, and to give the user athletic prowess 

like never before. Energy drinks go beyond the effects 

of simple caffeine by adding additional stimulants derived from vitamins, herbs, and amino acids to create 

a more intense energy boost or rush. (See “What’s in 

Your Drink?,” page 9.)

While the idea of slamming down an energy drink 

before getting on the road or working a long shift may 

help you stay awake or get the team “re-energized,” 

research is showing that this may not be in everyone’s 

best interest.

What’s the best single way to improve energy 

levels, increase the ability to concentrate, sharpen 

memory, strengthen the immune system, and decrease 

the risk of being killed in accidents? Get an extra 60-

90 minutes of sleep each night.

While many people argue that they get by just fine 

on very little sleep, they also find themselves reaching for a little boost as that mid-afternoon slump takes 

hold once again. 

Energy drinks promise to give us wings

6 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 7
As advertised, energy drinks will give you a boost 

of energy. They deliver high concentrations of caffeine 

and other stimulants for that rush of energy. The combination of the ingredients, the concentration, and the 

speed of ingestion is what makes energy drinks dangerous. Energy drinks still have not been well-studied, 

and researchers do not know the exact effects of all 

the ingredients in them when used in combination. 

This is not to say that energy drinks are bad. 

Rather it is the abuse of energy drinks that is bad. 

Practice moderation. Don’t gulp down energy drinks 

to stay awake at work or on a long-distance drive. 

Don’t mix energy drinks with alcohol or prescription 

drugs. Plan appropriately before you get on the road. 

Take frequent breaks or naps at rest stops. But most 

importantly, nothing can substitute for a good night’s 

sleep. 

Lt. Cmdr. Sather is deputy director of training, MSC/

HM Training Programs NMOTC command high-risk 

training safety officer at the Naval Aerospace Medical 

Institute, Pensacola, Fla.

Related article by Lt. Cmdr. Sather:

“The Dangers of Energy Drinks and Supplements,” Approach, January-February 2013.

Online Resources:

U.S. National Safety Commission

 http://alerts.nationalsafetycommission.com 

Food and Drug Administration (FDA)

 http://www.fda.gov/Food/NewsEvents/ucm328536.htm

The Travel Risk Planning System (TRiPS)

 http://www.public.navy.mil/navsafecen/Pages/ashore/motor_vehicle/trips.aspx 

This is not to say that energy 

drinks are bad. Rather it is the 

abuse of energy drinks that is 

bad. Practice moderation.

Caffeine Intoxication

What is Caffeine? It is the most frequently used psychoactive drug in the world. Caffeine and its relatives theophylline 

(tea) and theobromine (chocolate) heighten our alertness. Caffeine is present in a number of dietary sources including 

tea, coffee, cocoa beverages, chocolate bars, and soft drinks. Caffeine can also be “hidden” in herbs such as guarana 

(1 gram of guarana has about 40 mg of caffeine) so you may be unsure. 

Caffeine Intoxication. Caffeine poisoning or reports of caffeine intoxication is no longer uncommon in the U.S. It has 

been reported that caffeine-poisoning cases have increased significantly over the last few years, from 1,128 in 2005 

to 13,114 in 2009. Doses over 250 milligrams consumed over a short period of time can trigger a condition called 

“caffeine intoxication.” This is a clinical syndrome which is marked by nervousness, anxiety, restlessness, insomnia, 

gastrointestinal upset, tremors, rapid heartbeat, restlessness and pacing. In some people, they may also experience 

euphoria and muscle twitches. Caffeine in extremely large doses can be deadly. Most people won’t ever ingest this 

much caffeine accidentally. Fatal overdoses would require drinking 30 to 60 cups of coffee in one morning.

Caffeine Content. The caffeine content of energy drinks vary. While the FDA limits the caffeine content in soda to 71 

milligrams per 12-ounce serving, energy drinks are not regulated by the FDA and therefore are not beholden to these 

limits. A 12-ounce serving of a popular energy-drink brand may contain 107 milligrams of caffeine, compared with 34 

to 38 milligrams for the same amount of brand-name soda. The number goes higher as more energy drinks appear on 

the market shelves, with caffeine contents ranging from 116 to 428 milligrams per 12-ounce can. 

What’s in Your Drink?

•	 There are over 600 brands of energy beverages on the U.S market and you would expect to find a wide variety of 

ingredients in them. However, most are just slightly different concoctions of the same stock ingredients. They contain huge quantities of sugar, caffeine, the amino acid taurine and B vitamins. 

•	 Some of the newer beverages are throwing in powerful herbal compounds such as yohimbine hydrochloride and 

evodiamine (EVO) which some in the nutrition field believe are more powerful (and maybe dangerous) stimulants 

than caffeine. Some of these products are so potent that an 8-ounce can contains four times the caffeine per ounce 

as a traditional brand-name energy drink. 

•	 Additionally, some of the ingredients, at least those ingredients that are monitored and regulated by the FDA, can be 

over 800 times more than the recommended daily allowance (RDA). Energy drinks may also contain a huge variety 

of natural, exotic ingredients like guarana, green tea extract, yerba mate, bitter orange (synephrine or octopamine), 

vinpocetine, 5-hydroxyl trypophan, methylphenylethylamine (5-HTP) and ginseng. In today’s society, people assume 

that natural products are safe and do not have side effects. However, this is far from the truth. “Natural” products 

can be as toxic as synthetic ones. 

•	 There are a large number of supplemental products on the market of dubious value, content, and quality. Independent tests have found them contaminated with unwanted, potentially harmful ingredients such as heavy metals, 

pesticides, and even bacteria. A few of them have even been found to contain prescription drugs. 

•	 The purity, potency and identity of a supplement may also vary by manufacturer and from product to product. It is 

important to note that the makers of energy drinks are under no legal obligation to disclose the source of any natural 

supplement that might be used in the product. Due to the classification of their product line as a nutritional supplement, they are not bound by the same level of regulation and oversight as the soda or juice companies. As a result, 

consumers have no way of knowing whether the herbs and other natural supplements used in the energy boosters 

may have been contaminated by pesticides, herbicides, or contaminated in any other manner. 

Sources: U. S. National Safety Commission, Food and Drug Administration

8 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 9
Making Safety Standdowns Worth Our Time

By Lt. Cmdr. Michael “Dim” Witt

I

n my previous article, “Combating Safety Fatigue” (Decisions, Fall-Winter 2012), I discussed 

personnel not receiving the safety message that 

our leaders are trying to send. Due to repetition and lack of creativity and innovation, our safety 

message delivery methods have resulted in “watered 

down” safety information and ineffective training.

Safety standdowns are not effective. There, I said 

it. Someone had to.

If there are any questions as to the accuracy of 

that statement, review your command’s most recent 

safety survey. After reviewing the results of my command’s survey from nearly a year ago, I was surprised 

to see that almost 90 percent of the VFA-22 Fighting 

Redcocks agreed with that statement. After asking 

around the base, I found that the results were similar 

at other commands as well. What this tells us is that 

the standard format of gathering everyone in the base 

theater for two hours of PowerPoint presentations is 

not an effective use of our already limited number of 

man-hours. 

If our customers (personnel who are the intended 

recipients of the message) are not satisfied, then what 

we’re sending is not being received. This article addresses other ways of sending the safety message in 

an all-hands setting. Let’s get away from the default, 

indoor “death by PowerPoint” standdown format and 

move outside to interactive, efficient methods of information delivery.

One such method we incorporated at our command was the “Redcock Safety Fair.” The concept 

had been used before: Set up 10 to 12 booths and have 

command personnel rotate around to each presentation during a specified time block. A drawback to this 

format is that it can be difficult to track who goes to 

which booths and how long each person spends listening to each subject.

To combat this, we created a disciplined rotation 

method. The command was divided into 12 groups 

(the number of groups equaled the number of presentation booths) and a group leader was designated for 

each one. “Group One” began at “Table One,” “Group 

Two” at “Table Two,” and so forth. Every 10 minutes, 

the lead coordinator blew a whistle notifying each 

group to rotate to the next table.

The safety fair was divided into a “Presentation” 

section and an “Activities” section. The Presentation section included such topics as gun safety, drug 

and alcohol awareness and information delivered by 

Mothers Against Drunk Driving (MADD). 

The guidance for presenters was to take only the 

top three-to-five main points of their respective topics 

and focus on those items. 

The Activities section was more hands-on to keep 

personnel interested and engaged. For example, one 

of the activities involved participants taking shots at a 

basketball goal while wearing beer goggles (eyeglasses that simulate the perception errors an individual 

experiences at specific blood alcohol content levels). 

A three-foot tall basketball goal was placed several 

feet from the shooter who subsequently tried to make 

baskets. This activity illustrated how simple tasks 

can become extremely difficult as a result of alcoholrelated impairment.

Other activities included proper lifting demonstrations by the command fitness leaders, how to change 

a tire, motorcycle simulators and CPR/first aid training. Personnel from NAS Lemoore Aviation Survival 

Training Center also participated and provided manoverboard and raft-survival training. To add a personal 

touch, the kitchen safety presenters baked chocolate 

chip cookies in the Base Chapel’s kitchen for each 

group while discussing ways to stay safe when preparing meals. An added benefit to this format is that presenters have shown strong initiative and a willingness 

to make their respective presentations or activities fun, 

memorable and informative.

Experts from the Naval Safety Center recommended that I asked the team from Stay Alive from 

Education (SAFE) come to NAS Lemoore and give 

us their presentation called “Street Smart.” The SAFE 

presenters are a team of firefighters/paramedics from 

Florida who provide an interactive presentation on 

what first responders must handle at the scene of traffic accidents. The presentation is gory, highly informative and at times humorous. The underlying message 

is to always wear a seat belt and to not drive distracted 

or under the influence of drugs or alcohol. We invited 

all personnel on base and had more than 1,000 attendees over a two-day period. Following one of the 

presentations, I overheard an attendee tell one of the 

presenters, “This is the best safety presentation I’ve 

seen in my 23 years in the Navy.” 

Seven months after the previous, unsuccessful 

safety survey, we administered another survey. On this 

later survey, the effectiveness of safety standdowns 

ranked as the top item when compared to similar commands. By an overwhelming number, our command 

personnel enjoy our new safety fair format and are 

much more receptive to the safety message. 

We did not create anything new. We simply put 

some thought and creativity into already established 

methods. Adding twists such as fresh-baked chocolate 

chip cookies to kitchen safety discussions in an actual 

kitchen, taking shots at a basketball net while wearing beer goggles, demonstrating how to winterize a 

personal vehicle and showing how to change a tire all 

transform the safety standdown concept. This method 

takes personnel outside the typical sterile venue and 

puts them into one that is more realistic and applicable. It is this relatable difference which allows those 

safety message “seeds” we constantly try to plant to 

possibly take hold and actually grow. 

Lt. Cmdr. Witt was the VFA-22 safety officer.

This is the second part of the author’s “Making Smart 

Decisions” seminar. —Ed.

Left: On a motorcycle simulator is the only time riders should ride without a helmet. Photo courtesy of the author

Right: Beer goggles simulate walking and seeing with a blood alcohol content of 0.18. Photo courtesy of Sheppard Air Force Base

10 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 11
Guiding Principles

Strategies for Managing Stress

Building Your Unit’s 

Resilience

The Navy describes resilience as “the capacity for 

Sailors, families, and commands to withstand, recover, 

grow, and adapt in the face of stressors and changing 

demands.” Resilience is about fitness in balance. To be 

ready for what’s coming, our Sailors have to be physically, 

psychologically, spiritually, financially and emotionally 

fit. Leaders must create command environments that 

encourage optimal performance and personal growth. It is 

normal for everyone to face some degree of stress every 

day, but there is a tipping point. When stress outweighs 

the ability to cope, people need to ask for help—

whether it is for others or ourselves.

Rhumblines, March 20, 2012

hen it comes to building resilience, 

the concept of trust doesn’t usually 

come to mind. We don’t always appreciate its value because we often take 

it for granted.

In his “Kicking Off 2013” blog post, Chief of 

Naval Operations Adm. Jonathan Greenert talks about 

how incredibly important trust is to life in the Navy. 

Whether it’s the trust pilots have in their crew chiefs 

for the condition of their aircraft or confidence submariners have in their shipmates when rigging for a dive, 

we place unconditional trust in each other. From damage control to normal operations, trust is the key for a 

successful Navy. We can’t do the job alone.

Trust is more than just having confidence in yourself and your co-workers’ abilities; it’s about knowing 

your shipmates and leaders have your best interest at 

heart. Trust is built through experience and includes 

certain expectations (for example, that a parachute 

will open, or that medical services will be there in 

times of need). Trust plays a critical role in withstanding adversity and extends beyond individual relationships. Trust provides a positive expectation from the 

organization and systems in which we operate and 

includes integrity, dependability, and competence on 

the part of leaders and larger organizations.

Trust is also a key to increasing our psychological health. If a shipmate trusts you, it increases his or 

her willingness to confide in you or to reach out to 

you. Let them know you care, and they will trust you 

to help them recognize and address stress reactions 

before they become stress injuries.

Capt. Scott is the director of the Navy’s Behavioral 

Health Programs, Millington, Tenn.

By Capt. Kurt Scott, USN

Operational Stress Control Resources 

► http://navynavstress.com/resources/

Leader’s Guide for Managing Sailors in Distress 

► http://www.med.navy.mil/sites/nmcphc/documents/

LGuide/op_stress.aspx

posters

presentations

speakers and presenters

videos

View the complete collection of posters available for download

►http://www.public.navy.mil/navsafecen/pages/media/posters/index.

aspx

View and download presentations to complement your next event.

►http://www.public.navy.mil/navsafecen/pages/presentations/index.aspx

We have a collection of videos including public-service announcements 

(PSAs), training and seasonal campaigns on various topics.

►http://www.public.navy.mil/navsafecen/pages/video/videos.aspx

Download via You Tube:

►http://www.youtube.com/user/navalsafetycenter

Commands are encouraged to coordinate with these speakers 

to organize a hands-on presentation.

A young lance corporal’s 

bad choice sets back his 

career.

Firefighters/paramedics and members of 

the Stay Alive From Education (S.A.F.E.) 

program, demonstrate consequences of 

poor decision making on a volunteer. The 

“Street Smart” program is designed to 

encourage people to make smart decisions by focusing on the consequences 

of driving under the influence or without a 

seatbelt. (U.S. Navy photo by MC2 Gabriel 

S. Weber)

The Save a Life Tour shows that 

tunnel vision is the most dangerous part of driving while drunk. The 

Save a Life Tour offers a realistic 

drunk driving simulator to demonstrate the dangers of driving while 

intoxicated. (U.S. Navy photo by 

MCSN Matthew Bookwalter) 

True story of a Sailor who 

falls asleep while driving, 

and forever lives with the 

consequences.

Texting and driving is impaired driving. A close look 

at the hazards and dangers.

Source: http://navynavstress.com. Posted Jan. 15, 2013.

• Predictability: Create a predictable environment for your Sailors, one 

in which they can prepare for the unknown. 

• Controllability: Allow Sailors to control situations whenever possible. 

• Relationships: Encourage healthy supervisor-subordinate and peerto-peer relationships. 

• Trust: Trust in yourself, in your shipmates, and in your leadership. 

• Meaning: Explain your Sailor’s role in the mission. 

• Assess the risks associated with the decisions you make as a 

leader. You can make a difference in your own life, as well as in the 

lives of your Sailors and their families. 

• By controlling what you can, you may find ways to lessen the impact 

of a stressful activity or event. 

• Take care of yourself physically. Know the rules, exercise and stay in 

good physical shape – it reduces stress and sets a good example. 

• Eat well; a balanced diet will keep you operating at your maximum 

potential. 

• Live well below your financial means. Finances are one of the leading stressors to service members. Teaching them ways to live within 

their means and plan for the future can relieve these stressors. 

ONLINE RESOURCES

Popular Titles

• “Prevent the Preventable” campaign with a character called 

“Mishap.” The campaign conveys the fact that a mishap may be 

waiting for you at any time.

• Elizabeth Crot, Miss Virginia 2011, took time to tape a PSA on 

cellphone use, specifically about texting. The stats show that, 

depending on vehicle type, your risk of a crash could be as much 

as 23 times higher than if you didn’t text. 

• CS2 John Scherr felt compelled to tell his story about DUI. He 

doesn’t want any Sailor or Marine to make the same mistake 

that he did. Despite the Captain’s Mast, court visit, fines, and 

penalties, the loss of status from leader and mentor (first class) to 

second class hurt most.

• The Naval Safety Center partnered with the Virginia Alcoholic 

Beverage Control Board on a series of 59-second vignettes and a 

27-minute training video on various alcohol-related topics.

Street Smart Program

Save a Life Tour

12 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 13
Wonder what 

Operational Stress 

Control looks like in 

a combat zone? 

Having served in 

Helmand Province, 

Afghanistan, I want 

to share one of 

my experiences 

that had a positive 

outcome.

By HM3 (FMF) Michael V. Pilati

patient comes in, Special 

Forces fellow, a 20-yearold Marine. He’s a 

linguist, works for intel—real smart, but he’s detached 

from reality. Sees dead bodies 

everywhere, blood, constant vivid 

nightmares. Why?

He has seen and done quite a 

bit. When he went home on R&R, 

he discovered the body of his 

cousin, who had committed suicide. He returned to Afghanistan 

and went out on a mission where 

he watched two of his best friends 

die. Bled out. No air.

Pain. Hate. Regret. Numb. 

Disconnected. Empty. No affect 

and no emotion.

Doc tells me, “He needs temp, 

vitals, meds, then bring him back 

here.”

From pharmacy to vitals 

then back to our tent, I ended up 

speaking with this Marine for 12 

minutes. I sat him down and drew 

a stick figure on paper with a large 

cloud above it. I wrote along the 

perimeter of the cloud “relationship problems,” “depression” and 

“self- esteem.”

“What can you add to this?” I 

asked. Hate, numb, regret, he said. 

All written along the perimeter of 

the cloud leaving the inside blank.

“What’s the one thing that has 

you down—the most weight that 

bears on you?” I asked.

“Empty,” he said.

In the center of the cloud I 

wrote, “Empty emotions.”

I then explained how it all 

ties in: Regret so you hate, which 

makes you angry, which affects 

your self-esteem and makes you 

depressed, which causes problems 

with relationships, family, friends 

and co-workers. All because you 

weren’t there to help save, to react 

more quickly. So you feel “empty 

and numb.”

This made an impact, and I 

then asked him about coping skills. 

He said he liked music and writing, and told me he played guitar.

“Do you want to play now?” I 

asked.

“Yes,” he replied.

I went to get a guitar that had 

been sent in a USO box. He began 

to play and I knew that for those 

moments, he forgot about his buddies dying before him, his cousin’s 

suicide, his abuse as a child. I went 

to the provider’s office and waved 

him out. “Sir, you have to see this. 

Check out your guy.”

“What did you do to get him to 

play?” the doc asked me later as he 

shook my hand. I explained what I 

did from the pharmacy tent to the 

guitar.

“Strong work.” Then he said, 

“Do you know what I did after I 

saw him play? I went to my office 

and sat down and cried.”

“You’re joking, pulling my 

leg, sir.” I smiled.

As tears began slowly descending from his eyes, he said, 

“No, I sat there and cried.”

So I got my notebook and I 

wrote:

“The patient was medevac’d to 

us for suicidal ideations with firm 

concern that he would make an attempt. We did medevac the patient 

stateside to receive further care 

that could not be obtained at the 

present time in theater. No psychrelated patients died on our watch. 

Hoorah.” 

Naval Center for Combat & Operational Stress Control

 http://www.med.navy.mil/sites/nmcsd/nccosc/pages/welcome.aspx

Stress Management  http://www.med.navy.mil/sites/nmcsd/nccosc/serviceMembersV2/stressmanagement/pages/default.aspx

 http://navynavstress.com

Success Stories

 http://www.med.navy.mil/sites/nmcsd/nccosc/serviceMembersV2/successstories/pages/default.aspx

Hospital Corpsman 3rd Class Eric Nobriga, 

assigned to Combined Anti-Armor Team 

(CAAT) 2, 1st Battalion, 5th Marine Regiment, 

takes a security halt during a foot patrol in 

Nawa District, Helmand Province, Afghanistan. (U.S. Marine Corps photo by Lance Cpl. 

James Purschwitz)

ONLINE RESOURCES

HM3 Pilati is a behavioral health 

technician at the Naval Medical 

Center, Portsmouth. This story first 

appeared in Mindlines, Summer 

2011. Reprinted with permission 

from the Naval Center for Combat 

and Operational Stress Control.

He began to play and I knew that for those moments, 

he forgot about his buddies dying before him.

14 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 15
Warfighting FIRST

operate forward

be ready

Cmdr. Daniel Dolan is a professor at the U.S. Naval 

War College and serves as Deputy Director of the 

Navy’s Professional Reading Program 

perspectives I READING & LEADING

resident Harry Truman once said that, “Not 

all readers are leaders, but all leaders are readers.” Books contribute a great deal of intellectual 

content that can serve to deepen and strengthen a 

leader’s foundation of knowledge. Like a well-balanced diet, a varied menu of selected books informs 

our world view far beyond our own individual human 

experience. 

Books add valuable reference points that are 

not limited by the constraints of time, culture, or 

(in the case of fiction) reality. 

In regards to safety and risk 

management, books provide a 

leader with a depth of experience to draw upon when faced 

with a complex problem. I 

would like to describe a few of 

the books I recently read. Many 

are selections from the CNO 

Professional Reading Program; 

others are just where my musings led me. 

The first book, The Tipping Point (by Malcolm 

Gladwell), is an interesting attempt to discover why 

ideas and things, such as fashion trends or teen suicide, dramatically increase in frequency or popularity. The title borrows the term “tipping point” from 

the medical profession that uses the term to describe 

epidemics. Gladwell uses the theoretical principles 

of the tipping point to examine how troubled public 

schools can become good ones, how crime waves 

begin and end, and how a handful of individuals can 

start popular trends. Understanding the theory of the 

tipping point allows a leader to identify and employ 

the “connectors, mavens and salesmen” in an organization to create positive change. The Tipping Point 

changed my perspective on how trends are created 

and can be controlled. Several current CNO Professional Reading Books, such as Longitude (by Dava 

Sobel) and The Innovator’s Dilemma (by Clayton 

Christensen) are a great way to strengthen your critical thinking skills.

In the realm of non-fiction, the Pacific Crucible

(by Ian Toll) is an outstanding history of World War 

II in the Pacific during the period of 1941-42. Toll’s 

history of this period, like his previous book Six Frigates, is well suited to any reader interested in U.S. 

Navy history and heritage, but is particularly valuable 

for senior leaders. His in-depth research on all of the 

major leaders on both sides of 

the fight provides an excellent 

study of the interaction between 

strategy, policy, operations and 

tactics. Toll’s account of the 

battles of the Coral Sea and 

Midway provides a gripping 

account of the biggest risk decisions that leaders on each side 

of the fight confronted—when 

to risk the fleet or ship.

With the exception of a few minor incidents and 

accidents since 1945, history is our only source of 

information on the critical decision-making and risk 

calculations that confront a leader in a major war at 

sea. Books such as James Hornfischer’s two great 

WWII Pacific books Neptune’s Inferno and Last Stand 

of the Tin Can Sailors allow today’s leaders to build a 

bridge to connect with the past.

I like to mix a good work of fiction into my reading. Fiction allows us to see the world of the what-ifs 

and the world of the possible. Following the recommendation of several colleagues, I recently finished 

reading World War Z by Max Brooks. I found this 

science fiction selection surprisingly insightful. The 

plot of the book is built around a far-fetched global 

epidemic that creates millions of zombies. The global 

zombie virus epidemic provides an interesting perA Leadership Foundation Built 

on Theory, Fact and Fiction

Navy Reading is the official website of the Chief of Naval Operations Professional Reading Program (CNO-PRP), and is maintained by CNO-PRP program managers at the U.S. Naval War College. To browse recommended readings, essential readings, 

titles of interest, videos, and e-books, go to http://www.navyreading.navy.mil.

spective on how societies and cultures would confront 

such an overwhelming threat. World War Z offers 

some particularly interesting lessons on level of military innovation and adaptation that had to take place 

in order to defeat the zombie hordes. For instance, all 

of the military’s wonder weapons were useless against 

the zombies. Brooks provides a great deal of thought 

on how new weapons and tactics had to be developed to confront this previously unanticipated threat. 

Although we are never likely to confront a zombie 

horde, the likelihood of having to adapt our weapons 

and tactics to counter an emerging threat is just one 

practical lesson from this fascinating book.

U.S. Marine Corps Gen. James Mattis, Commander of the U.S. Central Command, once wrote, “Thanks 

to my reading, I have never been caught flat-footed 

by any situation, and I’ve never been at a loss for how 

any problem has been addressed before.” 

The books I presented here are examples of how 

some of my recent reading selections have served to 

strengthen my own intellectual foundation. Whether 

you are reading theory, fact or fiction, there are 

ingredients to be found on the printed page that will 

strengthen a leader’s foundation. A command reading 

program is a great way to ensure that you, your Sailors 

and officers are reading to be ready!  

The Art of the Long 

View by Peter Schwartz 

Hopes and fears affect 

us in planning for a better future. The scenaric 

approach gives you the 

ability to visualize different kinds of futures. 

This book gives you the 

tools for developing a 

strategic vision.

The Man From Pakistan by 

Catherine Collins and Douglas Frantz

This book provides an excellent foundation 

of knowledge for one of the greatest threats 

confronting the United States in the 21st 

century. It offers valuable lessons for Navy 

personnel who must confront this threat 

as they operate forward in an increasingly 

dangerous environment.

Time Management from the Inside Out 

by Julie Morgenstern

Time management, important for anybody, is all the more important for those 

who serve in uniform, and this, the bible 

of time management, has the game plan 

that can get the reader’s career on track 

and keep it there.

Leadership, the Warrior’s Art by 

Christopher Kolenda

Edited by Christopher Kolenda; foreword 

by General Barry R. McCaffrey, USA (Ret.)

This work is a bold, fresh, and broad-scale 

examination and analysis of the single 

most critical factor in what makes groups 

drive for success in the face of daunting 

resistance.

Starship Troopers by 

Robert Heinlein

For today’s Sailor, this novel 

is extremely worthwhile, for it 

shows that the travails and aspirations of those who serve are 

universal and timeless. Its pointof-view, that of an idealistic 

young man learning the ropes in 

the military, will seem refreshingly familiar to the reader.

Tried by War by 

James McPherson

Tried by War provides an enjoyable 

read with important 

lessons on civilmilitary relations, 

leadership and 

decision making at 

the strategic level.

Neptune’s Inferno by James D. Hornfischer

Rich in Navy history and heritage this book 

contains many insightful lessons on leadership and the high cost of tactical failures in 

combat. This gripping book offers valuable 

lessons for Sailors and Officers of all pay 

grades.

 Thanks to my reading, I have 

never been caught flat-footed by 

any situation, and I’ve never been 

at a loss for how any problem has 

been addressed before.

— Gen. James Mattis, Commander, 

U.S. Central Command

16 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 17
best practice I ERGONOMICS 

Story and photos by AT1 (AW) James Vasileff

I

n the heart of the EA-6B 

Prowler is the airborne 

integrated tactical jamming 

system. The system’s assets (equipment and antennas) are 

stored in pods, which are carried 

under the wings and on the fin tip.

The Prowler can carry up to 

five pods for transmitting and 

receiving radio frequency signals. 

The EA-6B also can carry any mix 

of pods, fuel tanks and/or HARM 

anti-radiation missiles depending 

on mission requirements. 

Maintaining these pods (also 

referred to as hard-backs) takes 

a significant amount of manpower and muscle strength. Up 

until August 2012, workers at the 

Fleet Readiness Center Northwest 

(FRCNW) repair facility were 

straining shoulders and backs, 

which slowed productivity.

Thanks to the Navy’s Hazard 

Abatement Program, workers are 

seeing improvements in shop productivity while reducing the risk of 

injury to the personnel and equipment. This program distributes 

funding to commands throughout 

the Navy for projects dealing with 

ergonomics. The ergonomic abatement project for the crane installation at FRCNW, along with a scissor lift and ramp, was started over 

seven years ago after the analysis 

of the work center by a certified 

professional ergonomist.

Seven Years Ago Workers used to manually 

extract assets from the pods and 

transfer them onto a transportation 

fixture. Up to three assets were installed or removed from each hardback. Two workers were required 

to lift and carry the assets while in 

the fixture to move it within or between the shops. Carrying the assets resulted in shoulder and back 

strain, because workers had to 

overextend their arms and shoulders. It also violated MIL-STD 

1472F (Department of Defense 

Design Criteria Standard Human 

Engineering) for a two-person lift 

and carry. 

Once the assets were removed 

the pods were stored in a vertical 

rack system (also called a tree) 

before and after restoration. A 

four-person lift with hernia bars 

was used for moving and lifting 

the hard-backs, which weighed between 250 and 325 lbs. Lifting to 

the top-two storage points required 

a difficult above-shoulder maneuver. This operation also posed 

a risk to the assets. There was 

always the probability of workers 

dropping them.

A Better Way

Ken Davis, a Navy Region 

Northwest safety specialist, contacted the Naval Facilities Engineering Command (NAVFAC)—

which manages the Mishap 

Prevention and Hazard Abatement 

Program—concerning the ergonomics issues. NAVFAC provided 

ergonomic technical support to 

help identify and solve problems.

Certified Professional Ergonomist Theresa Stack visited the 

repair facility. 

“We identified ergonomics risk 

factors and proposed abatement 

options,” said Stack. “Our goal 

was to reduce the risks associated 

with the handling operation without compromising mission readiness. I was able to help FRC get 

funding to correct the hazards.” 

FRCNW received funding to 

abate the hazards identified with 

the asset handling. These ergonomic improvements are now 

helping workers perform more 

efficiently and manage risk to prevent injuries.

A new overhead crane located in the 64E Pod Pool facility 

virtually eliminates manual lifting 

of the assets. The crane not only 

keeps the workers safe but also 

saves time and protects the valuable assets. The shop also received 

The ergonomic lifting 

devices include the 

following:

• A crane for inside the 

warehouse which allowed 

the moving of assets 

around from various areas 

of the work center. 

• A scissor lift that would 

allow personnel to easily 

move assets into position 

for building pods for the 

EA-6B and F-18G Growler 

aircraft. 

• A vehicle ramp for safe 

handling of the heavy 

assets. 

lift tables that are flush with the 

floor to help further reduce fatigue 

and physical stresses while installing assets. 

The crane is now certified 

under the Hazard Abatement Program and began full operations last 

summer. The crane allows personnel to move all avionic assets 

around the facility in a 360-degree 

rotation. It also requires only two 

personnel to complete operations 

with the equipment instead of four. 

This greatly reduces the labor 

hours needed to complete a project 

and return assets to the fleet much 

quicker. The overall benefits of 

ergonomic solutions are evident 

in improved health, safety and 

comfort, improved quality, and 

increased productivity. In the long 

term, ergonomic improvements 

help decrease workers’ compensation costs. 

AT1 Vasileff is the safety leading 

petty officer and safety manager 

at FRC Northwest, NAS Whidbey 

Island. 

U.S. Marine Corps photo by Staff Sgt. Michael B. Keller

18 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 19
Providing workers with appropriate 

hazard-based eye protection is critical 

to injury prevention. 

However, this does 

not necessarily mean 

workers will use the 

provided personal 

protective equipment.

Thus, the Department of Defense and Secretary 

of the Navy require the following, in accordance with 

the Department of Defense Safety and Occupational 

Health Protection Program and as outlined in Form 

DD 2272: 

• All installations shall be responsible to acquire, maintain, and require the use of approved 

personal protective equipment and safety equipment.

• DOD personnel shall be responsible to use 

personal protective equipment and safety equipment 

provided by their installation/facility.

It is critical that employers and workers understand and appreciate the danger that hazards may pose 

to their vision.

Education and intervention

Employers are required to train workers on the proper eye protection for each hazard. For example, a construction worker 

who readily wears safety glasses while performing carpentry work may be unaware that eye protection must be worn when working with cement, which in powder or wet form can cause severe alkaline burns. 

The National Institute for Occupational Safety and Health suggests safety professionals follow the following guidelines when 

updating or creating an eye safety program:

►Review applicable OSHA eye safety standards and learn about common eye safety hazards in their industry.

►Identify hazard sources by walking through a work area and speaking with employees, including asking about hazards at 

all times of the day.

►Evaluate ways to mitigate eye safety hazards at the root cause, reducing the need for employees to use PPE.

►Look to the ANSI standards for each hazard to determine appropriate eye protection.

►Consult with workers on their eyewear preferences, and offer a variety of styles and sizes to increase the likelihood that 

employees will find the eyewear appealing.

►Incorporate employee input into training programs and written eye safety plans.

►Ensure supervisors and health and safety staff serves as role models when implementing or updating an eye safety plan 

by wearing the same eye protection from the options given to all employees.

Ultimately, safety professionals should establish a culture where eye protection is the norm. Culturally, wearing eye protection must become equivalent to a construction worker wearing a hard hat – a symbol of who they are and what they do, a piece of 

PPE that goes on before work begins.

Work-Related Eye Injuries, Centers for Disease Control and Prevention 

 http://www.cdc.gov/features/dsworkPlaceEye/

National Safety Council, Safety and Health Magazine 

 http://www.nsc.org/safetyhealth/pages/appreciate-the-danger-of-eye-injuries.aspx

ONLINE RESOURCES

Worker Behavior

Many workers incorrectly believe one type of PPE 

will protect them from all eye injuries, giving them a 

false sense of security. Workers also may be unaware 

of the potential severity of eye injuries, which are 

often perceived as only being minor. Another factor leading to non-compliance is the belief that eye 

protection reduces productivity in other areas, such as 

fogging or sweating. Some workers find eye protection uncomfortable or unstylish.

To encourage worker compliance, employers 

should explore the many options for acquiring eye 

and face protection and involve workers in the selection of the products used. Offering workers a selection 

of eyewear styles may improve fit, coverage and comfort while allowing workers personal style choices.

Work-Related Injuries

The Centers for Disease Control and Prevention report that more than 800,000 work-related eye 

injuries occur each year. Every day more than 2,000 

U.S. workers receive some form of medical treatment 

because of eye injuries sustained at work. In 2000, 

U.S. hospital emergency departments treated 300,000 

eye injuries. This was 22.2 cases per 10,000 full-time 

workers. Of these workers, 80 percent were men. In 

70 percent of cases, the injury was caused by contact 

with an object or equipment. In 26 percent of cases, 

the injury was caused by exposure to harmful substances or environments.

In addition to common eye injuries, health care 

workers, laboratory staff, janitorial workers, animal 

handlers, and other workers may be at risk of acquiring infectious diseases via ocular exposure. Infectious 

diseases can be transmitted through the mucous membranes of the eye as a result of direct exposure (e.g., 

blood splashes, respiratory droplets generated during 

coughing or suctioning) or from touching the eyes 

with contaminated fingers or other objects. The infections may result in relatively minor conjunctivitis or 

reddening/soreness of the eye or in a life-threatening 

disease such as HIV, B virus, or possibly even avian 

influenza. 

Sources: 

National Safety Council’s Safety & Health Magazine

National Institute for Occupational Safety and Health

20 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 21
Using their last few weeks of deployment as a Return to Homeport training 

opportunity, the VAQ-139 Cougars ensured the first few days back home 

were uneventful and memorable.

By Lt. Cmdr. Jack “Farva” Curtis

One year ago this spring, the VAQ-139 Cougars completed a highly successful Western Pacific and Fifth Fleet deployment. 

We took extra special steps to make sure 

everyone had a safe and enjoyable homecoming. 

Return to Home Port training conducted on 

transits home is standardized across the Fleet, thanks 

to the incredible work by Fleet and Family Support 

Centers (FFSC). This training is often mandatory for 

specific demographics and covers a broad spectrum 

of topics from returning to intimacy to personal motor 

vehicle (PMV) safety.

The Cougars felt the training provided was invaluable, but we also thought that we could add value by 

going a step beyond FFSC presentations. We wanted 

direct ownership to ensure our squadron mates had the 

happiest and safest homecoming possible.

It was imperative that our squadron leadership 

(beginning with the work center LPO) fully understood each member’s plans once they climbed out of 

the jets or walked off the airlift. The Cougars accomplished this by requiring every squadron member 

to complete a brief worksheet. The worksheets were 

filled out and discussed during one-on-one conversations with supervisors, which focused on the first 96 

hours after homecoming. 

Completing these worksheets in a low-threat, 

conversational environment allowed supervisors at all 

levels to help each squadron member think through 

and make plans for their first 96 hours at home. 

In addition to these interviews, the Cougars 

augmented FFSC training sessions by conducting our 

own age-specific training forums. Because the information and delivery method that benefits a salty chief 

is different from that needed by an airman, we chose 

to break the squadron down into three groups: E-1 to 

E-3, E-4 to E-6, and Khaki. 

We scheduled the forward wardroom for three 

consecutive mornings immediately following morning 

shift change. We capitalized on squadron expertise for 

additional training. This training covered PMV safety, 

responsible alcohol use and DUI prevention, family reunion and reintegration, suicide awareness, and 

general conduct expectations. 

The training was held in a relaxed forum led by 

the chiefs and first class petty officers, with assistance 

from the ship’s religious programs office (who serves 

as our squadron DAPA), enlisted safety specialist, 

motorcycle program manager, command master chief, 

and Navy career counselor. 

Feedback from these forums was extremely 

positive. There was no “death by PowerPoint.” The 

conversational atmosphere allowed for interaction 

and fostered a low-threat environment where Sailors 

could ask and answer tough questions that may not 

have occurred in a more formal setting. Notice that 

the commanding officer, executive officer, and safety 

officer were not present–this was by design to foster 

open communication.

One of the final steps we took to prepare ourselves for a safe homecoming was using the ship’s 

print shop to produce “Free Ride” wallet cards. Keeping with the theme of “Cougars Helping Cougars,” 

we asked the First Class Petty Officers Association 

for volunteer drivers. We listed their names and phone 

numbers, along with those of local cab companies, 

on the cards. Having these cards produced before our 

homecoming was important for two reasons. First, the 

ship’s print shop is free. Second, it allowed us to hand 

these cards to Sailors as they walked off the airlift 

before beginning their hard-earned, 96-hour liberty.

Nothing we did to prepare our squadron mates for 

homecoming was rocket science. Much of the information discussed while completing the worksheets 

and conducting the targeted training forums is already 

provided by supervisors. However, as we all know the 

last few weeks of deployment are very hectic, and our 

course of action helped to ensure that nobody slipped 

through the cracks. As a result of our efforts, the Cougars saw no injuries, accidents, or DUIs during our 

first 96 hours home. 

Lt. Cmdr. Curtis was the safety officer for VAQ-139.

best practice I return to homeport

Sailors aboard the Nimitz-class aircraft carrier USS Carl Vinson (CVN 70) observe the crowds waiting to greet them as the ship returns to homeport. (U.S. Navy photo by MC1 Donald Walton)

22 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 23

U.S. Navy Photo
 

was just over two months into my helicopter 

second pilot (H2P) cruise, preparing for an early 

morning launch. It was my first time sitting in 

the right seat since deploying, 

so I hadn’t done the right-seat 

checks for a few months. During 

the boost-servo part of the prestart 

checks, the pedals didn’t feel right.

The checklist was going more 

slowly than normal, and it was 

a hot summer day in the Gulf of 

Aden. Everyone in the crew was 

anxious to get the big fan blowing.

I paused to consider if what I 

was feeling was normal or within 

limits. There was about an inch 

and a half of free play. The pedals hung up and felt ratchety when 

traveling in one direction. I moved 

them back and forth again. They 

still didn’t feel right, but I had full 

control in either direction once 

past the free play.

Maybe this was just an idiosyncrasy of the bird — nothing to 

worry about. We continued with 

the checklist. During the tail servo 

check, I noticed that feel was gone. 

I hadn’t imagined it, but why was 

it different now?

I told my helicopter aircraft 

commander (HAC) that something was wrong with the pedals. 

He moved them back and forth 

quickly, said they felt normal, and 

told me to keep going.

“Hold on,” I said and explained what I noticed 

before.

“But they feel fine now?” he said.

“Yes, but here check this out.” I secured boost 

again and let him check the pedals.

“Everything’s normal over here. You sure you felt 

something?” I tried my pedals again and felt the original problem. I was sure something wasn’t right.

My HAC was giving me a weird look at this point 

and asked if my feet were getting stuck on the floorboards. Then he started explaining to me how to use 

the trim microswitches on the pedals.

“I understand how trim works,” I said. “Boost is 

secured anyway, so it doesn’t matter. There’s something wrong with the linkage.” Now I was getting 

impatient looks from the flight deck crew as well.

“Alright, call a troubleshooter.” I gave the signal, 

and our junior air framer came to the door. He listened to my explanation of the problem. He jiggled 

the pedals by hand to reassure himself that they were 

still attached to the aircraft, then gave me a cheerful 

thumbs up and exited the rotor arc. His assessment 

didn’t inspire much confidence so I continued to 

explore that dead zone in the pedals. There’s no way 

that’s normal, I thought. But it’s probably safe. 

Probably safe? Not a good answer. I radioed for 

deck to wake up our lead air framer, who had just 

gotten off the night shift. The HAC was irritated that 

the pedals were becoming such a production, but he 

waited patiently for the next troubleshooter. Our chief 

was on the flight deck to find out what the delay was. 

He checked the pedals by hand as well. He admitted 

there was some play in the pedals but didn’t seem 

concerned. 

We were already past our takeoff time for a 

VERTREP in the internationally recommended transit 

corridor (IRTC) before heading down to the eastern Somali coast. The ship was taking on 67 pallets 

By Lt. Mike McLaughlin 

and had not made any preparations for a continuous 

replenishment. This was going to get painful very 

quickly.

“Heartache 17, this is deck. Charlie Oscar wants 

to know what the delay is.” Cue the awkward silence. 

My HAC radioed that we were troubleshooting a controllability issue and would be starting up in 10 minutes. Moments later our lead air framer came through 

the hangar door with the Air Boss on his heels.

“Out of the seat. What’s going on?”

As I explained the problem to a pair of very 

agitated gold oak leaves, the troubleshooter began 

inspecting the pedals. It took him about 20 seconds 

to decide the aircraft was down. I breathed a sign of 

relief—my credibility had been wearing thin with 

everyone else on the ship, and I had been starting to 

doubt my own sanity.

A few hours later, maintainers determined the 

cause of the malfunction was a loose connection in 

the control linkage under the floor boards. Had that 

part broken loose in flight, we would have lost tail-rotor control. With no big decks in the area, and Somalia not being a suitable divert by any means, it would 

have been a bad day.

Based on the condition of the malfunctioning part, 

it’s most likely that the problem had been progressing for several days. Because we fly the same aircraft 

every day, it’s difficult to pick up on gradual changes. 

Attention to detail is always important. This incident 

demonstrates the benefits of switching crew stations 

and changing routines to stay sharp and avoid complacency.

I was able to resist the pressure from the aircraft 

commander, maintenance crew and commanding 

officer, as well as my own fear of embarrassment, 

because I knew that the problem hadn’t gotten proper 

attention from maintenance. Also, I had a strong 

understanding of checklist procedures and aircraft 

systems. 

Lt. McLaughlin flies with HSL-48.

Note from the Editor: Assertiveness is one of the seven skills vital to crew resource management (CRM) 

and demonstrates good decision-making ability. CRM 

is applicable to any situation, on or off duty. Learn 

more about CRM and download resources from the 

Navy and Marine Corps School of Aviation Safety: 

https://www.netc.navy.mil/nascweb/crm/standmat/

seven_skills/AS.htm. The site is also accessible via 

the Naval Safety Center: http://www.public.navy.mil/

navsafecen/pages/aviation/aviation.aspx.

My credibility had 

been wearing thin 

with everyone else 

on the ship, and I 

had been starting to 

doubt my own sanity. U.S. Navy photo, modified.

takeaway I assertiveness

Probably Safe? 

Hmm...

24 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 25
takeaway I situational AWARENESS 

FACTS

Almost all workers are exposed to electrical energy during their daily 

duties, and workers in a variety of job categories are electrocuted each 

year. These facts make electricity a serious, widespread occupational 

hazard, according to the National Institute for Occupational Safety and 

Health. Nevertheless, many workers are unaware of the potential electrical hazards present in their work environment. This lack of awareness 

makes them more vulnerable to the danger of electrocution. Electrical 

injuries consist of four main types: electrocution (fatal), electric shock, 

burns, and falls caused as a result of contact with electrical energy.

Source: National Institute for Occupational Safety and Health, 

http://www.cdc.gov/niosh/topics/electrical/

6 ELECTRICAL-RELATED DEATHS

In FY12, five electrical-related mishaps resulted in six deaths

• Nov. 26, 2011—A Marine was 

electrocuted while on a routine 

dismounted patrol. The Marine’s 

3-foot-whip antenna extending from 

his tactical radio touched a power 

line that drooped due to rain. 

• Jan. 14-15, 2012—A Marine died after touching a live power line during 

night-time generator maintenance. 

The next morning, another Marine 

died after touching the power line 

while trying to help.

• March 1, 2012—A driver of a Humvee maneuvered to an over-watch 

position on a hill outpost during a 

daytime patrol. The Marine in the 

Humvee’s turret died when he contacted a low-hanging power line.

• March 14, 2012—As an MATV approached a power line, electricity 

arced through the vehicle’s antenna, 

blowing out three tires. An exploding tire rim struck an Afghan patrol 

Soldier, killing him.

• June 8, 2012—During a night-time 

dismounted patrol, a Marine scaling 

a 4-foot berm died when the 10-foot 

whip antenna from his tactical radio 

touched a power line. 

Naval Safety Center data did not show 

electrical-related mishaps for the U.S. 

Navy in FY12. —Ed.

TAKEAWAY

Electrocutions from unintentional contact with overhead power lines 

can be prevented by being aware of the hazard and taking precautions. Simply put, don’t touch power lines with poles, ladders, or other 

objects that can conduct electricity. 

Here are some tips to help identify potential risks when working under 

and around power lines:

Don’t assume that overhead power lines are insulated—they usually 

aren’t.

Beware of power lines in your vicinity when using ladders, erecting 

antennae or moving equipment.

Treat all power lines as “live” at all times.

Honor the 10-foot-or-more rule:

Arcing between the line and metal objects can occur within three 

meters.

Lower your man-packed radio’s antenna to below head/shoulder 

level.

Vehicle drivers should ensure there is proper clearance.

source: CMC Safety Division SafetyGram, Issue 14, June 2012

Did you know?

The average height of an American male is 

between 5’10-6’ tall. An extended whip antenna 

is 10 feet. Together, that puts the top of the 

antenna at about 16 feet, well within the height 

to arc with overhead power lines.

The distance from ground to power line in the 

U.S. is 18-20 feet; in Afghanistan, 6-18 feet.

Prevent Heat-related

illnesses

play it safe

around water

stay cool

outdoors

watch for signs & 

symptoms

During hot-weather activities, 

pay attention to warning signs 

of heat-related illnesses. If 

you ignore these symptoms, 

your condition can worsen, 

resulting in a medical emergency.

• Muscle cramps

• Nausea or vomiting

• Weakness

• Headache

• Dizziness

• Confusion

If you develop any of these 

symptoms, immediately lower 

your body temperature and 

get hydrated. Stop the activity 

and get out of the heat. If 

possible, have someone help 

monitor your condition. Remove extra clothing or sports 

equipment. Drink fluids to 

prevent hydration, replenish 

salt and minerals. If symptoms persist, seek medical 

attention right away.

When you exercise in hot 

weather, keep these precautions in mind:

• Watch the temperature

• Get acclimated

• Know your fitness level

• Hydrate properly

• Dress appropriately

• Avoid mid-day sun

• Wear sunscreen

• Have a back-up plan

• Understand your medical 

risks

CMC Safety Division

Ultraviolet (UV) rays are an 

invisible form of radiation. 

They can penetrate your 

skin and damage your skin 

cells. Sunburns are a sign of 

skin damage. Suntans aren’t 

healthy, either. They appear 

after the sun’s rays have 

already killed some cells and 

damaged others. UV rays can 

cause skin damage during 

any season or at any temperature. They can also cause 

eye problems, wrinkles, skin 

spots, and skin cancer.

To protect yourself:

• Stay out of the sun when 

it is strongest (between 10 

a.m. and 4 p.m.)

• Use sunscreen with an SPF 

of 15 or higher

• Wear protective clothing or 

a hat

• Wear wraparound sunglasses that provide 100 percent 

UV ray protection

• Avoid sunlamps and tanning beds

Check your skin regularly for 

changes in the size, shape, 

color or feel of birthmarks, 

moles and spots. Such 

changes are a sign of skin 

cancer.

Centers for Disease Control and 

Prevention

If you are planning to be in, 

on or near the water this summer, follow the basics of water safety, maintain constant 

supervision of children and 

get trained.

Practice water safety:

• Swim in designated areas 

supervised by lifeguards

• Always swim with a buddy; 

do not allow anyone to 

swim alone

• Ensure that everyone in the 

family or your group learns 

to swim well

• Never leave a young child 

unattended near water and 

do not trust a child’s life to 

another child

• Have young children or 

inexperienced swimmers 

wear U.S. Coast Guardapproved life jackets around 

water, but do not rely on life 

jackets alone

Know how to respond to an 

aquatic emergency

• If a child is missing, check 

the water first

• Know how and when to call 

9-1-1 or the local emergency number

• Enroll in water safety, first 

aid and CPR courses

• Have appropriate equipment, a cell phone, life 

jackets and a first-aid kit

American Red Cross

Under normal conditions, 

your skin, blood vessels and 

perspiration level adjust to 

the heat. But these natural 

cooling systems may fail if 

you’re exposed to high temperatures and humidity for 

too long, sweat heavily and 

don’t drink enough fluids. The 

result may be a heat-related 

illness.

•	 Heat stroke – a life-threatening illness in which body 

temperature may rise above 

106̊ F in minutes; symptoms include dry skin, rapid, 

strong pulse and dizziness

•	 Heat exhaustion – an 

illness that can precede 

heatstroke; symptoms include heavy sweating, rapid 

breathing and a fast, weak 

pulse

•	 Heat cramps – muscle 

pains or spasms that happen during heavy exercise

•	 Heat rash – skin irritation 

from excessive sweating

Know the risk factors:

• Staying out in the heat too 

long

• Exercising too much for 

your age and physical 

condition

• Older adults, young children 

and those who are sick or 

overweight are most at risk

Centers for Disease Control and 

Prevention

DECISIONS I Spring-Summer 2013 27 26 Spring-Summer 2013 I DECISIONS
By Gunnery Sgt. Amber Allison

 

have come to recognize that 

what follows after these 

words are uttered is either a 

lie to cover up an embarrassing 

story, or a story so ridiculously 

true that the speaker couldn’t 

make up anything better. Whatever story ensues, the outcome 

could have been prevented. 

Here’s a Sailor’s story ...

“See, what had happened was this little kid was 

running around with lit fireworks in his hand. And, uh, 

that bad boy went off and came straight for me. Well, 

the next thing you know it hit me in the mouth and 

knocked out my front teeth.”

That looks and sounds really bad, Sailor. We need 

to get you over to Dental because I think the lies are 

flying out the gap between your teeth. I wonder what 

really happened.

A Marine says ...

“See, what had happened was I used an empty 

beer bottle to set off a Roman candle. I lit it and as I 

turned to walk away I lost my balance and fell right 

into the fireworks I had just set up. That’s when I got 

shot in the eye with one of the delayed charges–did 

not see that one coming at all.”

Really, Marine? I think it really started, “Hey 

guys, watch this!” Are you sure you weren’t nursing 

that beer, trying to look cool for your friends and juggling fireworks and shot yourself in the eye?

See, what really happened was ...

“It was 0200 and I was flying down the highway 

at 70 miles an hour,” a Marine said. “I thought it 

would be cool if I lit off a Roman candle while I was 

driving real fast. So, I pull a MacGyver in a moment 

of clarity and decided to take one from a new bag of 

fireworks I had just bought. In my moment of genius, 

I lit it with the car’s cigarette lighter and held it out 

the window. Man! You should have seen the first three 

charges go off. It was cool. But wait a second; it started getting hot in my hand. That’s when I lost control 

of the car and flipped it a couple times. Next thing you 

know, Jed’s a millionaire as I was ejected from my car 

and discovered myself flying through the air. In a moment of clarity, all I could think of was ”Well that was 

pretty stupid.” One of my passengers wasn’t wearing 

a seat belt, either, and was tossed into the back seat; 

his face was pretty cut up. But my other passenger, the 

smart one, was wearing a seat belt and nothing much 

happened to him. Actually, we are all pretty fortunate 

to be alive today.”

Fireworks mishaps are infrequently reported to the 

Naval Safety Center (NSC). It’s either because most 

Sailors and Marines are handling them correctly, or 

because the victims are too embarrassed to tell anyone and don’t want to end up on the “Stupid Videos” 

montage. 

There have only been 22 reports to the NSC since 

the summer of 2004, but those 22 reports have lifealtering consequences and injuries associated with 

them. Some of the victims will never be able to wear a 

wedding ring on the proper finger again. Others have 

lost some eyesight, and some have disfiguring burns to 

the torso, neck and face. 

Don’t be “that guy” this summer when enjoying 

the 4th of July festivities. Most fireworks are made 

from black powder—yes, the same stuff used to fire 

old-time cannons. Although considered low explosives, gun powder and fireworks can cause significant 

burn or damage to skin, face, hands, and hearing. 

Keep in mind these precautions when 

handling fireworks.

• Always have a bucket filled with water 

nearby. Have a water hose as a backup for 

unexpected fires. 

• Don’t use fireworks around flammable material (i.e. gasoline and paint solvents).

• Never relight a “dud.” Always wait 20 minutes and then soak it in a bucket of water.

• Never shoot fireworks when drinking alcohol, 

and always have a designated shooter.

• Wear leather gloves and eye protection 

when you are designated as the shooter. 

• Never use fireworks indoors. When outside, 

do not use around dry grass, leaves or trees.

• Only use fireworks as intended. Read all 

labels and warnings.

• Never give fireworks to young children.

• Obey all laws regarding the use of fireworks.

• Never use fireworks around an open flame 

such as a campfire.

Gunnery Sgt. Allison is a weapons analyst in the 

Shore/Ground Safety Programs Directorate, Naval 

Safety Center.

off duty I fireworks handling tips

28 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 29
By Don Borkoski

 Neurologists have been studying the human 

brain for years, and the jury is still out on one 

question: Can we multi-task? One thing they 

all agree on is that our brain can do one thing very 

well. Everything else we add slows down the process. To compensate, our brain sucks in our focus to 

remove outside distractions so it can perform the task 

at hand. This phenomenon makes us feel like we are 

in a “bubble.”

When we drive, we operate in a bubble that expands down the road, about a quarter of a mile. Here’s 

a simple experiment:

1. Be a focused driver. Eliminate as many 

distractions inside your car as you can. Drive around 

the block at normal speed. When you return, write 

down all that you have seen on the trip. The trip can 

be as short as a half a mile. Your list will be long: 

clouds, stores along the road, the horizon, road signs, 

people, other vehicles.

2. Be today’s typical driver. Before 

starting, turn on the radio, find a volunteer front passenger, put kids in the back seat, have a soft-drink 

in the cup holder and eat something. Make a quick 

phone call. Then drive around the same block. When 

you return, again write down all that you have seen on 

the trip. Compare it to the first list and you’ll discover 

that most of the things you noticed were inside the 

car. When your brain registered “automatic response 

clues” (brake lights, stop signs, red lights) it may have 

switched priorities to those concerns, but then immediately shrunk back into the bubble when you passed 

them. You also will have a hard time remembering 

some things until reminded by your passenger. Yes, 

your memory also shuts down. You may have been 

driving with traffic, but you may not remember the 

speed. Lots of people drive like that every day.

3. Don’t try this one. You probably don’t 

need to, because most of you already know the 

results. When you text, or dial your cell in the car, 

your bubble shrinks to about 10 to 20 inches. That’s 

right: inches! That is the distance from your eyes to 

your phone. Texting is, in itself, multi-tasking. You 

must be looking at the phone, think about what you 

are reading or writing, hold your phone and type text. 

Those few items completely monopolize your senses, 

your thought process and your mechanical abilities. 

You can’t even respond to automatic response clues, 

because you can’t see them!

The National Highway Traffic Safety Administration reported that in 2010 driver distraction was the 

cause of 18 percent of all fatal crashes – with 3,092 

people killed – and crashes resulting in an injury – 

with 416,000 people wounded.

If you want to improve your odds of staying out 

of a crash, minimize the distractions inside of your 

vehicle and for everyone’s sake, keep your hands on 

the wheel. 

Mr. Borkoski is a traffic and recreation safety specialist in the Shore/Ground Safety Programs Directorate, 

Naval Safety Center.

Your Driving Bubble: Make It Big By Lt. Cmdr. John Hellmann, USN (Ret.)

When I heard that 

announcement at an 

all-officer’s training 

brief, my mind raced back to an 

incident in which only a whim of 

Mother Nature spared three others 

and me from a similar fate. 

At the time, I was stationed in 

Pensacola for flight training. Ten 

of us had decided to go canoeing 

on the Blackwater River in Milton, Fla. Conditions on the river 

seemed benign. 

The river was waist-deep 

along the entire route, and all of 

us were strong swimmers. With 

the current running only two or 

three miles per hour, we certainly 

weren’t concerned about being 

sucked under. Our greatest perceived hazards were snakes and 

possibly an alligator.

Toward the end of our six 

hours on the water, our canoes 

brushed against a log with submerged branches. It was the 

umpteenth time we had to push 

off a log or the shore with our 

oars. This time, though, the current sucked our canoe under the 

log and tipped it over. I found 

myself trapped under the canoe. It 

took a couple tries and a surge of 

adrenaline for me to pull my head 

above water. My girlfriend, who 

also had been in the canoe, was 

nowhere in sight.

My roommate and his girlfriend were in the canoe behind 

mine, and they experienced the 

same ordeal. He likewise struggled to pull his head above water, 

but we didn’t see the girlfriend.

For what seemed like an 

interminable period of time, my 

friend and I futilely struggled to 

dislodge and right our canoes. The 

two girls suddenly popped up on 

the other side of the log and its 

matted branches. They stood up, 

gasping for air. Their life jackets 

had snagged on the submerged 

branches, and all they could do 

was hold their breath and struggle 

to free themselves. We finally 

waded ashore to gather our wits 

and to calm down. 

Mother Nature is indomitable. 

In such a slow current, the log 

seemed harmless, but it nearly 

drowned us. The scariest part 

of the day for me wasn’t being 

trapped under the canoe; it was 

feeling helpless while waiting for 

the two girls to surface. 

I was thankful that the end 

of the day found us releasing our 

stress through laughter, instead 

of tears. It would have been a 

nightmare to have to walk to the 

door of my girlfriend’s house and 

apologize to her parents for the 

death of their only daughter.

When I heard the story of the 

rafting tragedy, I couldn’t help but 

wonder how many others have 

found themselves in similar circumstances. Never underestimate 

the risk of water sports, whether 

it’s rafting, canoeing or otherwise. 

Know the risks and use the right 

swimming gear or sports PPE.  

Lt. Cmdr. Hellmann flew with 

HC-3.

off duty I distracted driving water recreation I off duty

Two people drowned in an MWR rafting 

mishap. Their raft hit a log that was blocking the 

river and flipped over. They got trapped beneath 

the water in the log’s submerged branches.

U.S. Coast Guard Boating Safety Resource Center 

► http://www.uscgboating.org/safety/life_jacket_wear_wearing_your_life_

jacket.aspx

How to Choose the Right Life Jacket Brochure 

► http://www.uscgboating.org/assets/1/publications/howtochoosetherightlifejacket_brochure.pdf

Fundamentals of Canoeing by the American Red Cross

► https://redcrosscrc.org/canoeing.html

Travel Risk Planning System (TRiPS) 

► http://www.public.navy.mil/navsafecen/pages/ashore/motor_vehicle/trips.aspx

The Dangers of Texting While Driving 

► http://www.fcc.gov/guides/texting-while-driving

ONLINE RESOURCES

ONLINE RESOURCES

30 Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 31
ailors from the amphibious assault ship enjoyed a cool-weather drive from Naval Base 

San Diego to neighboring Alpine, Calif., during a motorcycle safety and awareness ride in 

February.

The Carlson’s Raiders Riding Club, a commandsponsored motorcycle club consisting of Sailors assigned to USS Makin Island (LHD 8), hosted the 63-

mile ride. The event’s purpose was to promote the safe 

operation of motorcycles, supporting the Secretary of 

the Navy’s focus on safety as part of the 21st Century 

Sailor and Marine Initiative.

“This event raises awareness for Makin Island

Sailors who ride and that they need to get on board 

with our safety training, camaraderie, esprit de corps, 

and unity in numbers,” said Aviation Ordnanceman 1st 

Class (AW) Rollie Sturdavant, Makin Island’s riding 

club president. “From the time they check in, experienced riders can mentor new riders and offer practical 

learning in a relaxed environment.”

Each rider conducted a pre-ride safety inspection 

of their motorcycle that included checking the frame, 

oil, lights, other controls, wheels and tires, and ensured they had the required personal protective equipment (PPE). 

The club is open to all Makin Island personnel—

senior leaders to junior Sailors—with all levels of 

riding experience. Riders of all types of motorcycles 

including cruisers, street and dirt bikes are welcome to 

join to stay current and to keep up with proficiency.

“We want to promote a positive, constantly growing, rider community within our command and the 

San Diego region,” said Sturdavant. “With the margin for error on a motorcycle being so low, no one 

is exempt from being susceptible to injury, or death, 

both of which impact the ship’s ability to complete the 

mission.”

More riding events and trips are being planned 

this year for riding club members.

“Quarterly rides are a good way to refresh ourselves with the latest riding techniques, to practice 

what we preach in a classroom, to assess how our 

individual riders are doing and provide additional 

hands-on training for everyone,” said Sturdavant. 

Carlson’s Raiders Riding Club honors Maj. Evans 

Carlson, who led Marine Raider Companies A and B, 

2nd Raider Battalion on Japanese-occupied Makin 

Island on Aug. 17-18, 1942. That historic battle, along 

with the heroes who fought and died there, is honored 

with the ship’s name of Makin Island. The riding 

club—with its focus on the safe operation of motorcycles—is supported by leadership at all levels aboard 

Makin Island, especially the ship’s safety department.

“The key element to this club and all rides is 

safety,” said Lt. Harriet Johnson, Makin Island’s safety 

officer. “Safe riding habits mean Sailors get to ride for 

many more years because they didn’t hurt themselves. 

They are able to decompress in a constructive manner 

and return to work refreshed and ready to fight.”

Sailors who took part in the event said they enjoyed the opportunity to ride with other shipmates.

“The ride gave us a chance to get together with 

other riders on the ship and have fun together,” said 

Logistics Specialist 2nd class Dustin Cummings, 

an avid motorcycle rider who is assigned to Makin 

Island’s supply department. “We learned new skills 

and helped early riders by pointing out problems they 

may have had with their riding. It’s important to me 

because I have the chance to police my shipmates and 

let them know whether their bike is safe to ride or not”

The 21st Century Sailor and Marine Initiative 

consolidates a set of objectives and policies, new and 

existing, to maximize Sailor and Marine readiness, 

safety, physical fitness, inclusion, and continuum of 

service. The initiative builds resiliency and hones 

the most combat-effective force in the history of the 

Department of the Navy. 

MC3 Alsberry is with USS Makin Island Public Affairs.

On the 

Road With 

Makin Island

Riders

By MC3 Kory D. Alsberry

motorcycle RIDERS RALLY I off duty

Spring-Summer 2013 I DECISIONS DECISIONS I Spring-Summer 2013 33 32

off duty I bicycle, cars & you

ecreational and off-duty hazards greatly 

impact the lives of Marines and Sailors. If 

an activity leads to a mishap, it will affect 

them personally and the fleet’s mission 

readiness. Managing these risks goes beyond wearing 

the proper recreational PPE; situational awareness is 

paramount.

I recently investigated a recreational mishap that 

resulted in the death of a Sailor who was riding his bicycle. He was on a base road that had a posted speed 

limit of 55 mph at around 0630. A truck approaching 

from the rear struck the bike, killing the Sailor instantly. The driver of the truck reported that the Sailor 

made a sudden turn in front of him, giving him no 

time to avoid hitting the rider. 

The Provost Marshall’s Office (PMO) reconstructed the mishap and confirmed the driver’s statement. Investigators also discovered that the Sailor had 

an MP3 player strapped to his arms with the volume 

turned all the way up. The ear buds were not in his 

ear, but the PMO accident investigators concluded 

that the ear buds had been knocked from his ears 

when struck by the truck. The investigators concluded 

that the Sailor’s decision to wear ear buds limited his 

situational awareness. 

The Marine Corps Traffic Safety Program (MCO 

5100.19E, Enclosure (2), Page 10, Paragraph 10.c.) 

and the Navy Traffic Safety Program (OPNAVINST 

5100.12J, Pages 29/30, Paragraph 15.d.), clearly 

prohibit Marines and Sailors to PT with ear buds/

ear phones anywhere near a road. The area in which 

this Sailor worked was near a high-speed road and 

also a popular area for exercising. To prevent bicycle 

mishaps, the Safety Investigation Board stressed 

enforcement and adherence to the pedestrian and bicycle safety guideline and recommended use of bright 

clothing, flashing lights and a dedicated bicycle path. 

Capt. Studebaker is a tactical mishap investigator 

in the Shore/Ground Safety Programs Directorate, 

Naval Safety Center.

By Capt. Jeffrey Studebaker, USMC

Photo courtesy of Creative Commons Attribution/Coolcaesar

Bicycle Safety Tips

► http://www.nhtsa.gov/bicycles

Pedestrian and Bicycle Safety

► http://safety.fhwa.dot.gov/ped_bike/

ONLINE RESOURCES
34 Spring-Summer 2013 I DECISIONS