Summer 

Safety Things to think about 

during summer fun

Expensive Lesson In Personal 

Protective Equipment

Application of Principles: Tactical Safety in the Field

Marine Corps Ground Force Preservation & Readiness Vol. 7, Issue 2

Summer 

Safety Things to think about 

during summer fun

Expensive Lesson In Personal 

Protective Equipment

Application of Principles: Tactical Safety in the Field
Capt Nicolas Ramseur, USMC

Editor

nicolas.ramseur@navy.mil, ext. 7170

Casey Tweedell

Managing Editor

Marco Marchegiani

Art & Design

Government Printing Office

Safety Center Website: www.safetycenter.navy.mil

Donald Weightman

Director

Capt Keith A. Syring, USN

Deputy Director

Richard Coyle

Occupational Safety and Health Branch Head 

Peter Hill

Ground Systems Safety Engineer

LtCol Charles Holler, USMC

Executive Assistant

Janice Neukam

PMV/RODS Program Manager

LCdr Vincent Hill, USN

Radiation Safety Officer

Casey Tweedell

Communications Manager

Mike James

Explosives Safety Branch Head

LtCol John Want, USMC

Ground Safety

Robert Coulton

Industrial Hygienist

Ground Safety, Navy and Marine Corps Safety Center

Commandant of the Marine Corps Safety Division

Commandant of the Marine Corps Safety Division

2 Navy Annex Room 2122

Washington, DC 20380-1775

(703) 614-1077/1202 (DSN 224) 

Website: http://hqinet001.hqmc.usmc.mil/sd/index.htm

(757) 444-3520 DSN (564)

Ground Warrior Staff

Mishaps waste lives, time, and resources. This magazine’s goal is to make Marines aware of 

mishaps and hazards that have been experienced and identified by fellow Marines. The study 

of these lessons learned heighten awareness and identify tools that all Marines can use to 

avoid similar mishaps and mitigate risks.

Send Comments and Contributions:

Navy and Marine Corps Safety Center

Attn: Ground Warrior, Code 40

375 A Street

Norfolk, VA 23511-4399

(757) 444-3520, DSN 564

Fax (757) 444-6044

E-mail: SAFE-GrndWarrior@navy.mil

Ground Warrior is published quarterly by Headquarters Marine Corps (Safety Division), 

and is an authorized publication for members of the Department of Defense. Contents 

are not necessarily the official views of, or endorsed by, the U.S. Government, Department of Defense, Marine Corps, or U.S. Navy. Photos and artwork are representative 

and do not necessarily show the people or equipment discussed. We reserve the right to 

edit all manuscripts. Reference to commercial products does not imply Marine Corps 

endorsement. Unless otherwise stated, material in this magazine may be reprinted without permission; please credit the magazine and author. 

James Wilder

Tactical Operations Safety/

Mishap Investigations

james.wilder@navy.mil, ext. 7147

Capt Anthony W. Burgos, USMC

Mishap Investigations

anthony.w.burgos@navy.mil, ext. 7153

GySgt John Abney, USMC

Motor Transport/

Tactical Vehicle Operations

john.abney@navy.mil, ext. 7129

1stLt Ron L. Terrell, USMC

Mishap Investigations

ron.terrell@navy.mil, ext. 7161

MSgt Keith R. Johnson, USMC

Parachute Safety Analyst

keith.r.johnson@navy.mil, ext. 7160

GySgt Terrell M. Williams, USMC

Explosives and Weapons Analyst

berry.chalmers@navy.mil, ext. 7128

Cynthia Young

Tactical Safety Specialist/OSH Safety/WESS

cynthia.young@navy.mil, ext. 7148

MSgt Glenn P. Bourgeois, USMC

Combat Engineer Operations

glenn.bourgeois@navy.mil, ext. 7021

By theNumbers

How mishaps are affecting our operational readiness

Vehicle mishaps, whether on liberty or operationally, 

have resulted in some of the highest mishap fatality 

rates in recent years. Below, the numbers compare 

the Fiscal Year of 2006 to the last five Fiscal Years.

0

30

50

70

60

40

20

10

Private Motor Vehicle Fatality Totals by Fiscal Year

51

42 42

31

58 61

FY01 FY02 FY03 FY04 FY05 FY06

Private Motor Vehicle Fatalities

Fiscal Year

0

10

25

20

35

30

15

5

16

21

14

6

10

30

FY01 FY02 FY03 FY04 FY05 FY06

Tactical Vehicle Fatalities

Fiscal Year

Tactical Vehicle Fatality Totals by Fiscal Year

Mishap Fatalities for Fiscal Year 2006

Non-Vehicle Related: 28

Tactical Vehicle: 30

PMV Vehicle: 58

Marine Corps Ground Force Preservation & Readiness Vol. 7, Issue 2
Marines,

As I retire from the Corps, I can truly appreciate how safety has played a key role in the success of each and every command and unit that I have served in during 

my twenty-six year career. My diverse career has taken me all over the world and allowed me to serve alongside true warriors and professionals. As the Director of Safety 

Division, I have seen, firsthand, the profound positive impact that implementing and 

maintaining safe policies and procedures has on the Corps at every level. Unfortunately, I have also observed negative impact that is a direct result of Marines neglecting 

safety both on and off duty.

Safety Division enhances the war fighting capability of the Marine Corps through 

Force Preservation. We have steadily progressed toward meeting the Secretary of Defense seventy-five percent mishap-reduction goal by 2008. Safety Division, along with 

the Naval Safety Center, has implemented many strategies and initiatives guiding the 

Corps to not only achieve this goal, but to surpass it.

Command Climate Surveys (CCS), the Aviation ORM and Fundamentals Campaign, and the Warrior Preservation Status Report (WPSR), among others, have 

produced positive results. All of the Tactical Safety Specialist (TSS) billets have been 

filled, allowing safety presence at the Regimental/Battalion levels. In the near future, 

we will unveil new safety initiatives, including the first modules of the Global War on 

Error (GWOE) and we have already instituted the first of many new interactive safety 

websites, including the Travel Risk Planning System (TRiPS), to make safety more 

relevant, comprehensive, and user friendly. 

I am extremely proud to have had the privilege to serve as the Director of Safety 

Division as my last assignment in the Marine Corps. As we look ahead to the future 

of Safety in the Marine Corps, it is quite clear that Marines can expect more effective 

means of enhancing mission readiness through Force Preservation. Safety requires vigilance. We have a lot of work left to do; I wish my replacement as Director of Safety 

Division, Mr. Donald C. Weightman, and each and every Marine the best! Farewell, 

and take care of each other. 

Semper Fi,

 Col Fred Wenger

From the 

Director

Headquarters Marine 

Corps Safety Division

Ground Warrior • Vol. 7, Issue 2  

Features 

6» Summer Safety

Critical days of summer campaign. 

10» Expensive Lesson

PPE isn’t just for motorcycles.

14» Shockingly Complacent

Why following procedures is critical when working 

with Hi-tec Electronics.

16» Jack-Knife

MTVR mishap results in fatalities.

20» Application of Principles: 

Tactical Safety in the Field

TSS goes out there too.

24» Life Flight

Why wearing safety equipment is not an option.

Departments 

1» From the Director

Headquarters Marine Corps, Safety Division

4» From the Editor

5» Letters to the Editor

22» Tales from the Fighting Hole

The importance of evaluating Convoy Routes before 

executing a Mission.

 Marine prepares to rush during Mojave Viper 

Training at Marine Corps Base Twenty-nine Palms. 

On the Cover

 LCpl Arturo Gomez, a team leader with Alpha Company, 1st Battalion, 

7th Marine Regiment, leads his Marines down a slope while searching for a 

concealed position in which to hide from mock indirect fire during a live-fire 

training exercise at Marine Corps Air-Ground Combat Center in 29 Palms, Calif. 

Photo by Cpl Antonio Rosas

Ground Warrior Vol. 7, Issue 2
 Vol. 7, Issue 2 • Ground Warrior

Marines,

I recently had the opportunity to get back 

to Iraq. My travels were unfortunately to visit 

a unit for a mishap. As a mishap investigator I 

have to dig into a tragedy experienced by the 

unit and the Marine Corps. It normally involves tearing into healing wounds, as I ask the 

witnesses questions that they have been asked 

by a JAG investigator and NCIS. This trip to 

Iraq was no different. 

I knew that when I was on my flights into 

Iraq on the C-130, I would be getting some 

good things to bring back for Ground Warrior. 

It had been over two years since I had been in 

the sandbox and I had lost touch with the real 

operating forces. It’s very easy for me to sit back 

in Norfolk, Virginia, in front of my computer 

and tell the Marines what needs to be done in 

our articles. However, an experience like this 

would bring me partially back to reality.

First, I learned that the operating forces 

are definitely thinking force preservation and 

safety. I saw more posters about safety, reminding me what I need to do, and how to do it 

safely. “Think Safety, and then Act,” “Safety 

First, Mission Always,” and on, and on. I am 

pretty sure some of the Marines are numb to 

some of it. Just remember, that the posters are 

not just for decorating HESCO barriers. There 

is a reason for having them.

Secondly, I saw people doing things unsafely everyday. Granted my perception is with 

my “evil” eye of safety. I have the mindset 

of Ben Stiller’s, risk assessment character, in 

Along Came Polly, so I make sure I check my 

common sense on the nearest Marine when I 

observe something I believe to be unsafe or just 

plain dumb. Ninety percent of the time, the 

Marines agreed with me. Therefore, I am asking you the Marine on the ground to step-up 

and kindly remind your fellow Marine when 

what they may be doing is not smart. It can be 

your part of trying to protect your own.

Finally, I was motivated by the things I saw 

out there that I had previously reported on. 

The Combat Ear Plugs, HMMWV rollover 

training, weapons clearing procedures, etc. I 

am not sure if what we did here at Ground 

Warrior helped get those issues pushed to the 

forefront and then policies changed. No matter, it is what we are doing here, that can affect 

business. The distribution of this magazine 

will occur as I depart this billet, but as Infantry 

Officer, I have learned a lot by looking at the 

fleet through the eye of Safety. My fellow 0302 

will take the helm, transparently to the reader 

and continue to shed light on the most current 

mishaps. Do your best to make his job hard by 

protecting your own as you continue to engage 

the enemy. 

Semper Fi,

Capt Billy Edwards, USMC

Ground Warrior Editor

Naval Safety Center and CMC (Safety)

e-mail: SAFE-GrndWarrior@navy.mil

The Ground Warrior seeks your submissions

If you have witnessed or participated in an operation that 

involved a mishap or near-miss, submit your story, long or 

short, so we can learn from one another. 

• By E-mail: SAFE-GrndWarrior@navy.mil or 

nicolas.ramseur@navy.mil

• By Letter: Ground Warrior

Naval Safety Center, Code 40

375 A St.

Norfolk, VA 23511

• Any questions, call (757) 444-3520 x7170, DSN 564

Submissions can be completely anonymous, as 

the Ground Warrior is not used to blame Marines. 

We just want to teach the hard lessons.

Your submissions 

help protect your own

From 

the 

Editor

Readers, 

As the New Editor of Ground 

Warrior, I appreciate your 

patience for the release of this 

particular issue. I know that 

it has been awhile; this is 

because I believe that as valued 

readers, you deserve the best.

The New Year has finally 

arrived. As we venture into 2007, 

it is best recommended that 

we exercise every possible 

method to protect our Marines in 

Training as well as Combat.
Ground Warrior • Vol. 7, Issue 2

SMAW Spotting Rounds

I recently read your article: “Negligent Discharges: A Momentary Lapse”; “Counting to 

Five”, [Vol. 7, Issue 1] concerning a SMAW 

gunner mishap. The article indicates that the 

gunner fired 5 spotting cartridges, thinking that 

was all he had, and considered the weapon in 

Condition IV. Unfortunately, during cleaning, 

he discharged the sixth round into the hands 

of a fellow Marine. Your article also cites that 

five 9mm spotting cartridges come with each 

SMAW rocket. This is in error. Each SMAW 

rocket comes packed with six spotting cartridges in the magazine, not five.

Axel Fait 

Program Manager, Anti-Armor Systems 

Marine Corps Systems Command 

[note]

The SMAW round comes with six 9mm spotting 

rounds.

Flash Bangs

In the recent “Tales from the Fighting Hole” 

article titled “Flash Bangs” (Volume 7, Issue 

1) you referred to the MK3A2, as a flash bang. 

The MK3A2 offensive grenade inflicts casualties during close combat. Its blast effect is to be 

used against a known enemy and should not 

be used when the occupants of a building are 

unknown or against civilians. 

Steven C. Koslowsky

Tactical Safety

Marine Corps Bases Japan Safety Office

[note]

The flash bang, DODIC- DWBS, is commonly known 

as the MK 141. It is no longer in used by the U.S. 

Armed Services. Just after that edition went to 

print, there was another injury, making it four Marines injured using the DWBS since April 2005. The 

Marine Corps has replaced it with a similar grenade, 

DODIC- BTV1, commonly known as the NICO Pyrotechnik BTV1-Bang diversionary grenade.

Required Safety Gear

I read GW each time it comes out and like 

the lessons it teaches and the information that 

it passes. I feel obligated to point out that the 

cover of Volume 7, Issue 1, is a cool picture, 

but the Marine does not have prescribed throat 

and eye protection. I know it’s nit-picky, but 

Marines do as they’re told, and as they see. 

I do enjoy your magazine and will continue 

to display it in my work area for my Marines to 

learn its lessons. 

MSgt Jonathan R. White

3rd Reconnaissance Battalion

Parachute Training

The article about a young Marine participating in a parachute operation [“Are 

Marines Trained to Jump?”, Volume 7, Issue 

1], brought a question to mind for me: Were 

the performance characteristics of the parachute 

briefed, as they should have been, during the 

jump brief by the primary jumpmaster? This 

whole mishap would have been avoided and 

the operation conducted safely had the personnel entrusted to lead and supervise the training performed their duties properly. To me, it 

seems like more of a local command leadership 

issue than a schools/equipment issue. 

[note]

The key issue was when the parachute opened, the 

jumper was startled by the open steering orifices 

in the rear of the parachute, which caused him to 

hesitate and become confused. Once he realized 

that the openings were supposed to be there and 

removed his hand from the reserve, the jump brief 

sunk in and he realized he could steer the parachute. However, it was too late, and he was already 

making contact with the ground. The unit did 

nothing more than the minimum to ensure that the 

Marine was familiar with the equipment being used 

and how the equipment performs. Basically, the unit 

determined he has jump wings, thus he can jump 

any parachute. -MSgt Johnson

Letters 

to the 

Editor

Readers, 

The Ground Warrior staff is 

always looking for your feedback 

and submissions, good or bad. 

Contact the GW via e-mail: 

SAFE-GrndWarrior@navy.mil –Ed

 Using standard military 

parachutes, cargo planes must 

fly at lower altitudes to ensure 

accurate drops, but are more 

susceptible to enemy fire.

Photo by SSgt Bill Lisbon
 Cpl Justin R. Wentland conducts stopping drills during 

a Basic Rider’s Course held by the Certified Rider Coach. 

Active-duty motorcylce riders are required to take this 

course before riding on or off base.

Photo by Cpl Miguel A. Carrasco Jr. Photo ID:
Safety Precautions Save lives

While you are gearing up your motorcycle for warmer weather, 

your command wants to make sure safety remains paramount. 

Before owning and operating a motorcycle, Marines must complete required training courses and have all the required personal 

protective equipment.

Summer 

 Safety

Summer 

 Safety

Compiled by Staff Writer
 vol. 7, issue 2 • Ground Warrior

Marines riding motorcycles must have a 

fastened helmet, shatter-resistant goggles or 

a full-face shield attached to the helmet, a 

reflective vest, long-sleeved shirt and pants, 

hard-sole boots, and full-fingered gloves or 

mittens, according to the order.

Base and station motorcycle riders’ 

clubs are also a great resource for new riders to learn from more experienced riders.

Since October of this year, 10 Marines 

have died in motorcycle accidents. Safety 

precautions such as the classes, clubs and 

required PPE are meant to educate and 

protect Marines and keep them safe so they 

can perform their duties. 

Cab Vouchers Help 

Marines ‘Arrive Alive’

Story by LCpl Lindsey L. Sides

Marines are not taking full advantage 

of base-wide programs designated to help 

save lives, according to base officials and 

local cab drivers.

Arrive Alive is a program sponsored by Marine Corps Community 

Services(MCCS) that aims to help Marines 

and Sailors avoid alcohol-related incidents 

through travel vouchers. When Marines 

and Sailors find themselves in a situation 

where safety is a concern due to alcohol 

consumption, the program provides a way 

to get home.

“We hope to decrease the on-and offbase driving-under-the-influence incidents 

and get the message out (to) not drink 

and drive,” Amanda L. Moore, a contract 

specialist with Marine Corps Community 

Services Camp Pendleton said. “We want 

our Marines and Sailors, as well as others, 

to be safe on the road.

Units can establish an Arrive Alive 

program. At Camp Pendleton, to qualify for the program, a unit must have a 

commander’s recreation fund. At Pendleton, 55 units on base have established a 

fund, and 42 of these units participate in 

the program. “MCCS pays 100 percent of 

the cab fare initially, and then the service 

members reimburse MCCS 50 percent of 

the fare,” explained Moore. “The recreation fund will be used to pay the 50 

percent if the Marine or Sailor does not 

personally reimburse MCCS,” said Moore. 

Currently, there are no reported incidents 

of non-reimbursement.

For a service member to redeem the 

voucher, “They simply call a cab and (provide) the voucher containing the service 

member’s battalion number and commander’s name and number. The voucher 

is presented to the driver, and the Marine 

or Sailor is then taken home,” said Moore.

If abuse occurs, the service member 

will be held 100-percent responsible for 

the cab fare. “We would like to see more 

service members take advantage of this 

program, but, at the same time, we will 

not tolerate abuse of this program, either,” 

Moore explained.

For more information on the Unit 

Arrive Alive program and Arrive Alive 

program, contact your unit safety representative or Marine Corps Community 

Services on base.

 SSgt Holub, a native of Marion, Kansas and an 

Ordnance Technician with VMA-214, prepares a 

volleyball net for the unit’s family picnic.

Photo by Sgt David A. Bryant
vol. 7, issue 2 • Ground Warrior 

Something to Consider When Drinking Alcohol This Summer

During the summer, Marines and Sailors often are going to have a “cold one” to 

cool off, and it’s important to take some of 

the info below into consideration before 

drinking heavily. The info is not the “standard preaching” of don’t drink and drive 

but real considerations you should give 

the effects of alcohol on your body in the 

summer heat. 

By following these simple guidelines, 

you can prevent an alcohol-related mishap 

or health problem.

1. Never drink and pilot a boat of any 

kind. The same things that make drinking 

and driving dangerous (impaired judgment, 

information processing, and coordination, 

among other alcohol effects) can be as 

deadly on water as they are on land. Boating, windsurfing, jet skiing and waterskiing 

– anything that involves speed and skill 

– all can be dangerous to anyone who has 

been drinking.

2. Do not swim or dive if you have been 

drinking. Remember that alcohol will 

inhibit your swallowing and breathing 

reflexes, both of which are necessary for 

swimming, and will make you feel warmer 

than you really are, putting you at risk 

of hypothermia in cold water. In addition, drinking affects your ability to judge 

distances and may lead you to swim too far 

out into a lake or ocean.

3. If you are riding in a boat, remember 

that alcohol will impair your balance and 

increase your chances of falling overboard. 

This danger, compounded by alcohol’s 

effects on your swimming ability, is a common cause of drowning.

4. If you are a heavy drinker, remember 

that alcohol consumption during the summer can:

• More rapidly dehydrate you 

• Raise your blood pressure 

• Increase your chances of developing hypoglycemia, a condition that 

causes weakness and interferes with 

the body’s temperature regulation

• Increase your chances of becoming a 

heat casualty or stroke victim 

5. Eat before and during occasions when 

you are drinking -- eating will slow 

alcohol’s effects. Remember that drinks 

containing sugar, the beverages often chosen in hot weather, combine with alcohol 

to produce a hypoglycemic effect even 

greater than that caused by alcohol alone.

6. If you are a woman, remember that 

alcohol will have a greater effect on you 

than it will on a man of your weight.

7. Remember that alcohol will impair your 

performance in most sports, making you 

more vulnerable to accidents and injuries. 

This includes extreme sports such as skydiving, motocross, and ATVs. 

National Council on Alcoholism and 

Drug Dependence, Inc. http://www.ncadd.org

 Boating is growing as a 

pastime and enjoyed by many 

servicemembers and their 

families, according to Jesse L. 

Turner, a traffic safety officer 

with the Base Safety Office. 

Photo by Pfc. Matthew K. Hacker
 SSgt Ben Bridges, 

a support equipment 

mechanic with Marine 

Aviation Logistics 

Squadron 13, operates an 

ATV wearing the proper 

protectve equipent. 

Photo by Pfc Mauro Sanchez
In Personal Protective Equipment Story by LCpl Kyle E. Holliman

Statistics show that Marines returning 

home from deployment are at greater 

risk for injuries or death due to accidents 

than they are while they are serving in 

Iraq and Afghanistan. Marines tend to 

think that after serving in a combat zone 

they are invincible and nothing can happen to them. That is far from the truth. 
12 vol. 7, issue 2 • Ground Warrior

My name is Lance Corporal Kyle 

Holliman, and about a month 

after returning from Iraq, I was 

involved in an all terrain vehicle accident. 

The week started with my squadron’s main 

body returning home, so, of course, we 

held a couple of safety stand-downs that 

week. I attended a MAG-11 safety standdown, where they extensively covered 

wearing personal protective equipment and 

practicing Operational Risk Management 

(ORM). The Sergeant Major of MAG-11 

read off several accident reports involving 

cars, motorcycles, and ATVs. He covered 

incidents of under-aged drinking and hazing. The next safety stand down I attended 

was conducted by my command that Friday, where we covered very similar topics. 

That same Friday, I was invited to Gila 

Bend Ariz., to visit friends. After getting 

off work, I traveled to my destination, 

arriving around 2200, where I hung out 

for a few hours and hit the rack. I woke 

up around 1000 on Saturday morning and 

had breakfast. Around 1200, we decided 

to go to the cemetery to barbeque and 

ride 4-wheelers in the wash nearby--it 

is a Mexican tradition to barbeque next 

to the grave of a loved one. Before we 

left, my friend, Vee, was warming up the 

quad at her father’s house to ensure it was 

operating properly. I had never driven a 

quad before. I had ridden as a passenger, 

but never been in full control of one. 

So, I asked her to teach me before we 

went to the wash. I went up and down 

the street, and I thought I had caught on 

pretty quick. I was not wearing a helmet. 

After we got to the house, we started to 

head out to the wash to BBQ and ride the 

quads. Once we arrived, we fired up the 

BBQ, and I hopped on the quad for the 

second time without a helmet, making my 

way into the wash. I rode for about half 

an hour, trying to get used to the turns 

and bumps. Then I returned to the BBQ. 

A while later, I decided to go for one 

more ride before I had any beer to drink. 

I got back on the quad, violating several 

safety precautions, such as: no helmet, no 

goggles, no gloves, no chest proctor, and I 

was wearing a short-sleeve shirt and shorts. 

I got on the quad and got on a trail I had 

not gone down before. I gunned it and 

was moving pretty fast in high gear when I 

came up on a tight snake turn. First it was 

a small right turn into a decline with a lot 

of small ruts. It then went into a slight left 

turn and back into a straightaway. I made 

a right turn, and hit the bumps too fast 

and went airborne. I landed on my right 

two wheels and bounced back up straight 

into a large bush. I never fell off the quad, 

nor did it roll. I came to an immediate 

stop. I sat there for a couple of minutes, 

soaking in what had just happened. I then 

got off the quad and was very angry at 

myself for being so stupid. I was bleeding 

heavily from the top of my nose where I 

had about a two-inch gash across the top 

of it. I did not notice it at first, but after a 

couple of minutes when I looked into my 

shadow, there was something sticking out 

from behind my right ear. I reached back 

and felt it. A stick that was lodged about 

two and a half inches under my skin in the 

back of my head. The eight-year-old boy 

behind me had seen what had happened. 

He was really freaked out. I told him to 

get Vee’s sister, who was nearby riding her 

quad. He left and returned shortly with 

her. They both told me to stay there while 

they went and got help, but I told them I 

was fine. I removed the quad from the tree 

and started it back up. I rode back about a 

quarter of a mile to the BBQ where everyone was leaving due to high winds. One of 

the people at the BBQ worked at the local 

Fire Department. He picked me up and 

drove me there. On the way there, he and 

his passenger were freaked out because I 

had a stick protruding from my head. I told 

them I was Fine and to be honest, I felt 

perfectly fine. I had a very small amount of 

pain. When we arrived at the Fire Department, I got out of the vehicle and lit up a 

cigarette while waiting on them to get the 

paramedics. When they came out, they had 

the same reaction as the people who drove 

me there. They took a look at the stick and 

decided to call for paramedics to transport 

me to the nearest hospital. At the time I did 

not think it was that serious. I was perfectly 

coherent and awake, and I had no problems answering their questions. My vitals 

were normal, aside from my high pulse. 

When the paramedics arrived, they decided 

against sending me to the trauma unit, and 

took me to the emergency room, instead. 

I arrived at the hospital emergency room, 

where it seemed like every person who 

worked there just had to see the “dude 

with the stick protruding out of his head.” 

All I could do was laugh and smile. Once 

 LCpl Holliman displays what can happen when 

Personal Protective Equipment (PPE) is not worn 

while operating motor vehicles like the All-Terrain 

Vehicle (ATV).

“On the way 

there, he and 

his passenger 

were freaked 

out because 

I had a stick 

protruding 

from my head”
vol. 7, issue 2 • Ground Warrior 13 

the doctor arrived he gave me four shots 

in the wound to extract the stick. Once it 

was out, the blood would not stop flowing. I was extremely glad at that point that 

I was at the hospital and had decided not 

to pull the stick out myself. After leaving 

the hospital, I went back to my friend’s 

house for the night to rest up, and the next 

day, returned to San Diego. I reported into 

my command where they decided I was 

to be sent to Non-judicial Punishment. I 

was charged with twice violating article 92 

of the Uniform Code of Military Justice: 

once for disobeying my Commanding 

Officer for not wearing a helmet, and the 

second for disobeying my Master Sergeant. 

My punishment was reduction in rank to 

PFC, one-half months pay for one month, 

and 45 days restriction/ 45 days extra duty; 

all which were suspended, for six months 

except for the half-months pay, $846.00. 

The CO also banned me from driving any 

motorized vehicle that I did not have a 

license for, which boils down to anything 

except a car or truck. 

An average adult-size ATV weighs between 500 and 1,000 pounds and can travel 75 mph. You can see how easy it could 

be to receive serious injuries from this type 

of vehicle. Many states do not have an age 

limit for these vehicles, but there are suggested sizes for each age group. Ages 6-11 

should ride under 70cc, ages 12-15, 70cc 

to 90cc, and ages 16 plus, over 90cc. The 

moral of the story is if you want to enjoy 

your ATV, be safe and responsible while 

riding it and be cautious of others who are 

not riding safely. 

There are many factors that can cause 

an ATV accident. A few of these are: 

improper positioning of the vehicle, too 

many riders on the vehicle, lack of protective gear, operating the vehicle at an unsafe 

speed, and operating it under the influence 

of drugs or alcohol. Other causes could 

be due to manufacturing defects and flaws 

in the manufacturing process. Every year 

there are thousands of ATVs recalled in 

the U.S. due to problems that could cause 

loss of control of the ATV and cause serious injury or death to the rider. In 2001, 

in California, Suzuki voluntarily recalled 

more than 7,000 youth ATVs that had 

drive-chain problems that could injure or 

kill a child rider. Thirty-five percent of 

all ATV-related deaths occur to children 

under the age of 16. ATV-related incidents 

that warranted emergency room visits have 

gone up 100% in the past 5 years..

There are many things I could have 

done to prevent my accident and my injuries. I should have gotten more experience 

riding an ATV. There are classes that you 

can take aboard my duty station. If you are 

new to riding ATVs, this is a very smart 

way to learn proper handling techniques 

for a safer ride. I could have driven slower 

due to my lack of experience. Many 

safety-gear options are available for ATVs, 

like helmets (most states require that you 

wear a DOT-approved helmet), goggles 

(an overlooked item by many, but much 

better to have than loss of sight), chest 

protectors, long-sleeve shirts and pants, and 

gloves of which I did not have. 

“An average 

adult-size 

ATV weighs 

between 500 

and 1,000 

pounds and can 

travel 75 mph”

 Marines stop and take in the scenery at Senator’s Wash, 25 miles north of Yuma. The stops also allowed them to check for any vehicle damage and ensure 

every Marine was uninjured and accounted for.

Photo by Pfc Mauro Sanchez
14 Vol. 7, Issue 2 • Ground Warrior

The radar officer-in-charge (OIC), who 

is a certified emergency medical technician (EMT), immediately was called to 

the scene and began cardiopulmonary 

resuscitation (CPR) on the injured Marine. 

When emergency medical-services personnel arrived, they continued CPR and used 

a defibrillator three times trying to revive 

him. The defibrillator worked successfully, 

and the injured Marine was stabilized. He 

had regained consciousness but wasn’t 

responsive yet when he departed the mishap scene. He went to a local hospital for 

observation and assessment, and then was 

flown to a more extensive medical facility 

with a burn center for further treatment. 

He remained there until he attained a 

stable condition and then was released six 

days later. The Marine spent two weeks on 

convalescent leave and finally returned to 

full-duty status within a month. 

The AN/TPS-63B radar system has 

been fielded within the Marine Corps 

inventory for more than 30 years, and this 

type of incident is uncommon. However, 

the radar system operates with several 

high-voltage subassemblies, many with a 

potential of 18,000 volts DC. Several precautions are designed into the system. 

The area that was being troubleshot 

within the radar system requires five separate safety interlocks, warnings, and physical-safety barriers to be bypassed before the 

high-power-transmitter subassembly can 

shock anyone. These factors, coupled with 

extensive training in the formal training 

course at Marine Corps Base Twenty-nine 

Palms, Ca, before entering the operational 

forces, do not guarantee an accident will 

not occur. Proper supervision and following the procedures are necessary.

The mishap was a direct result of 

improper installment of the transmitter’s 

grid-pulsar-assembly. Three input cables 

Story by Staff Writer

A Marine was troubleshooting the high-powered transmitters on an 

AN/TPS-63B short/medium-range radar system when he received an 

electrical shock of approximately 14 kilovolts (14,000 volts) direct current (DC). Two other Marines inside the radar shelter were within a few 

feet of the shocked Marine when the mishap occurred. The Marine had 

lost consciousness, had no pulse, and was gasping for air by the time 

the other two Marines arrived and carried him outside the radar shelter. 

 The AN/TPS-63B Short/Medium range radar 

system in Marine Corps base twenty-nine palms.

Photo by Sgt Clinton Firstbrook 

Shockingly

 Complacent
Ground Warrior • Vol. 7, Issue 2 15 

were put on incorrect jacks. This mistake 

did not allow the assembly to be triggered 

properly, therefore causing a malfunction 

and, ultimately, the potential to shock. 

Regardless of the fact that the repair 

parts and equipment were incorrectly 

installed/wired, the Marines became overconfident with leaving off the protective 

shields. These shields require substantial 

time to remove and replace for every 

small adjustment, adding many hours to 

the troubleshooting. 

The Marines had been troubleshooting a problem with the radar for several 

hours when this mishap occurred. While 

the process is tedious, Marines each time 

must de-energize the unit and disengage 

safeties to allow them to work on the 

device, including removal of the safety 

shields. Operationally checking the gridpulsar assembly without the shields creates 

a hazardous condition. 

Certain adjustments and alignments are 

required immediately upon power up and 

cannot be accomplished with the safety 

shields in place, so complacent Marines 

often leave off the safety shields. This 

incorrect process generally and wrongly 

was accepted. The safety shields left off the 

transmitter-cabinet area and the grid-pulser 

assembly within the transmitter mishap 

could have prevented this mishap. The 

Marines had begun taking shortcuts, and 

the shield was left off because of complacency and frustration with the system.

The Marines troubleshooting the equipment also did not maintain an appropriate 

amount of respect for the high voltage with 

which they were working. The injured 

Marine was sitting on a conductive metal 

stool that placed him too close to the highvoltage source and provided a path for less 

resistance than the normal circuitry. Electricity takes the path of least resistance, and 

the Marine amplified his own conductive 

property by sitting on the stool in contact 

with conductive material. Anti-static matting was on the floor of the shelter for insulating protection, but the metal stool should 

not have been used while troubleshooting. 

The stool should not have been in the radar 

because of its ability to conduct electricity. 

When several safety factors are allowed 

to lapse, the results can be life-threatening. Regardless of having followed the 

technical-manual procedures, oversight 

of the safety measures (allowing unnecessary conductive equipment and materials 

to be in the radar, not replacing the safety 

shields, not maintaining a safe distance 

from the high voltage area, and the lapse in 

respect for voltage) allowed this event to 

take place. When Marines work on long 

projects with tedious detail, errors can begin to occur. Leaders should remain aware 

of this potential problem and exercise the 

required supervision.

Each year, Marines are killed and seriously injured in electrical mishaps- all of 

which are preventable. Quite often, it’s 

the overall complacency around these normally benign electrical devices that causes 

the mishap. 

 Switch board to the radar system is quite complex and requires strict adherence to procedures.

 Marine stands behind a high voltage area where 

safety shields are in place to prevent electrocution.

In December 2005, a motor transport 

mishap occurred during a convoy 

training exercise that emphasized the 

need to follow orders and technical 

manuals, even when preparing for 

combat conditions. The mishap left 

four Marines injured and one dead 

when the MTVR the Marines were 

riding in flipped. The mishap occurred 

primarily because of improper towing 

procedures and operator error.

Story by LCpl Kyle Holliman
18 vol. 7, issue 2 • Ground Warrior

The Marines involved in the mishap departed their release point at approximately 

1000. While en route to their first checkpoint, the convoy suffered a simulated IED 

attack. In accordance with the rules of the 

exercise, the IED disabled one of the MTVR’s in the company convoy, and the Marines attached the disabled MTVR to another MTVR in the convoy. The Marines 

from the disabled vehicle moved to the 

troop compartment of the vehicle performing the towing. The convoy continued on 

its route until the towing vehicles reached a 

30-35% grade with a slight left turn. As the 

vehicles descended the grade, the towed 

MTVR began to gain velocity as it traveled 

down the decline. The operator applied the 

brakes to the towing MTVR; however, the 

inter-vehicular airlines were not attached, 

which prevented the operator from slowing 

the towed vehicle. The mishap MTVR 

driver pumped the brakes in order to slow 

the vehicles’ descent causing a variation of 

momentum between the towed vehicle 

and the towing vehicle increasing the inability of the operator to maintain control of the vehicle. The MTVR skidded 

slightly to the right towards an embankment as the towed vehicle continued on 

a straight travel path causing both vehicles 

to jackknife. The towing vehicle having 

the most momentum began a driver side to 

passenger side roll eventually landing upside down on the embankment killing one 

of the Marines and injuring four others in 

the troop compartment. 

Unfortunately, the Marines who attached the towbar to the rear of the 

disabled MTVR failed to attach the 

MTVR inter-vehicular airlines and safety 

chains between the two vehicles, which is 

a common practice in Iraq. Some Marines in Iraq adopted the towing method 

where the towbar is initially attached to 

the front towing shackles of the MTVRs 

and HMMWVs and then fastened to the 

hood of the HMMWV using cargo straps. 

This allows for quick recovery procedures 

because the disabled vehicle only has 

to unfasten the cargo straps, connect to 

another vehicle’s pintle hook and continue 

on its route. However, the MTVR towbar 

technical manual requires that the inter-vehicular airlines and safety chains be utilized 

during all towing operations. Without the 

inter-vehicular airlines, the MTVR cannot brake evenly across all six axles of the 

towing and towed vehicles. Without this 

braking ability, momentum can cause the 

towed vehicle to speed past the towing 

vehicle and flip both vehicles. In addition, 

the safety chains are the final failsafe in the 

event that the towbar connection breaks in 

order to ensure that the coupled vehicles 

remain together. Unlike the 5-ton vehicle, 

the towbar of the MTVR is a separate 

Considerations 

for Towing:

1. Have I embarked the proper SL-3 

components for the towbar? (i.e. 

towbar, inter-vehicular airlines and 

safety chains)

2. Are the vehicles’ CTIS settings 

covered in convoy commander’s 

brief?

3. Can I stop my vehicle and the 

vehicle being towed in any given 

scenario?

4. Is the speed and maneuverability 

of the convoy being considered with 

respect to the towing vehicles?

5. Do I have a recovery plan for each 

vehicle in the convoy? 
vol. 7, issue 2 • Ground Warrior 19 

table of equipment item with its own SL-3. 

Unit leaders need to ensure that all of the 

SL-3 for the towbar is embarked and on 

hand for operations. 

Furthermore, the operator committed 

two errors that contributed to the mishap. 

The post mishap LTI indicated that the 

mishap vehicle operated in “Highway 0-2” 

Central Tire Inflation System terrain setting 

rather than the required “Cross Country” 

CTIS terrain setting. The “Cross Country” 

CTIS setting would have provided the 

operator with more traction and perhaps 

lessened the possibility of the vehicle losing control. It is recommended that future 

convoy commanders consider the type of 

terrain that the convoy will traverse, and 

include CTIS settings in the convoy checklist. Also, the operator made post-mishap 

statements that he focused his attention 

on the scenario-driven events happening 

in front of his vehicle rather than on the 

towed vehicle. This momentary loss of 

situational awareness led the operator to 

attempt to travel the decline at too great a 

speed. Operators involved in towing operations need to understand the impact that a 

towed vehicle has on their maneuverability. 

It is recommended that all motor transport operators receive training on towing 

procedures with practical application that 

allows Marines to experience the difficulties 

involved in towing operations. 

Unit leaders face difficult decisions during combat conditions that compel them 

to alter or ignore established orders and 

operating procedures. However, simulated 

combat scenarios such as those that occur 

during training exercises should not be 

an excuse for Marines to ignore technical manual instructions. Towing presents 

a challenge for unit leaders and individual 

operators both. Unit leaders and operators 

need to be aware of the convoy speed, 

towbar SL-3, and the CTIS settings during all movements. Failure to follow the 

technical manual creates the possibility for 

mishaps such as the one that occurred. 

 How a Jack-Knife can occur. 

1. Vehicle being towed at a high rate of speed 

on a 30-35% decline.

2. Vehicle (1) slows down, but is jack-knifed 

by vehicle (2) MTVRs jack-knife and overturn due to unsafe operating and towing 

procedures.

3. Mishap occurs.

Anatomy of the Jack-Knife
20 Vol. 7, Issue 1 • Ground Warrior

The Tactical Safety Specialist (TSS) 

program was funded in FY04 and hiring 

began in FY05 for 34 personnel. HQMC 

funded 29 more billets in FY06. The TSS 

originally were hired to augment the Core 

Safety Services offered by our installations 

as we began to aggressively target high-risk 

areas with mitigation strategies.

Appropriate manpower was the first 

piece of that puzzle. Tactical Safety Specialists are hired at GS09 to GS11 level. 

They attend a very difficult, 15-week 

course at the Combat Readiness Center in 

Ft. Rucker, Al. This course covers a broad 

range of expertise, which includes but is 

not limited to range safety, laser safety, 

tactical-vehicle safety, convoy training, 

explosive safety, electrical safety, weapon 

safety, and occupational safety. 

The intent of the TSS program was 

to provide a highly trained specialist that 

could be assigned at the Regimental or 

Battalion level in order to provide needed 

safety expertise to the Commanders. The 

real benefit is manifested in the fact that 

they are deployable worldwide. To date, 

we have deployed Tactical Safety Specialists with Regiments, Battalions, Wings, 

and MAGs within CONUS and overseas 

in austere combat environments like Iraq. 

We have received overwhelming feedback 

from our warfighters pointing toward the 

fact the TSS is going to be a force-preservation multiplier for years to come.

For the Tactical Safety Specialist, there 

are obstacles that must be overcome to be 

an effective part of the unit. Integrating into 

the unit’s culture is probably the most important goal for the TSS. “Safety” has been 

associated as an obstacle to mission accomplishment. However, when we correlate 

this to Force Preservation, they essentially 

are one in the same, with the overall goal of 

preserving all assets the Commander has at 

his or her disposal. Once this fact is established, it becomes a small leap from ForcePreservation to Safety. They are, in fact, the 

same effort under a different title. This is 

an example of the value-added benefit that 

the TSS has to offer the Commander in the 

field. Additionally, the TSS attends all field 

training, workups and various other training 

evolutions. They eat, sleep and breathe like 

the active-duty Marines.

As we are aware, part of the stigma 

stems from the traditional role of safety, 

inspections, reports, etc. While inspections, 

reports, etc are important integral components of a vibrant safety program, the TSS 

guarantees that all information gleaned during the course of these evolutions are exclusively for the Commander, to the benefit of 

the command. This guarantee of confidentiality builds the bond of trust between the 

TSS and the commander. Diverse training and experience compliment the TSS 

abilities as well. All TSS attend the Career 

Path-12 course for safety professionals 

located at the Combat Readiness Center, at 

Fort Rucker. Training includes explosives, 

industrial hygiene, electrical, construction, 

mishap investigation and reporting, and 

general industry, to name a few. This diversity of training provides the TSS with the 

tools necessary to effect measurable change 

toward the Force-Preservation effort. 

While training is extensive and intensive for the TSS, there are plenty of 

situations that require subject- matter 

experts with knowledge peculiar to a given 

discipline. This requires that the TSS must 

venture out and seek these individuals to 

compliment the effort. Consolidating all 

available assets serves to enhance the TSS 

overall capabilities. With so many moving parts, how do you put all the pieces 

together? Here is an example:

In April 2005, I was engaged as a Tactical Safety Specialist for Marine Corps Base, 

Quantico, Va. Upon assuming this position, my office immediately began preparing me for the CP-12 course by providing CBT (Computer-Based Training) on 

ammunition and explosives safety. 

I arrived at the U.S. Army Combat 

Readiness Center to undergo training at 

the CP-12 course for Safety Professionals in late May 2005. Having had several 

years of previous safety experience, I had a 

strong foundation for the course. However, there were a tremendous number of 

new perspectives and methods that I was 

able to incorporate. The one missing piece 

I noted was those orders and directives 

peculiar to the Navy and Marine Corps. 

This is where my previous experience as a 

Safety Officer paid off.

Upon completion, the class was granted 

the designation of Certified Safety and 

Health Official (CSHO), which further 

added credibility to our efforts. Shortly after 

my return to Quantico, I was sent TAD to 

II MEF to support Operation OIF. I was 

attached to the 2d Marine Aircraft Wing 

Application of Principles: 

Tactical Safety in the Field Story by by Craig Mears

Force preservation is at the forefront of every Commander’s mind in 

combat situations. Preserving the mission capability of the fighting 

forces at their disposal is paramount. Recently, the Marine Corps has 

implemented an additional tool for Commanders to address this topic.

We learned 

from each other 

by teaching 

classes at 

Safety-Council 

meetings
Vol. 7, Issue 1 • Ground Warrior 21

(Forward) as a special staff member to 

BGen. Milstead, the 2d MAW (Forward) 

CG. The General articulated three specific 

points he required of me. First, he expressed 

a desire for me to serve the interest of the 

command by guaranteeing confidentiality. 

Second, he asked that I serve the interest of 

the entire command and execute site visits 

to all locations where 2d MAW (Forward) 

assets were located. And last, the General 

asked that I address the “base” piece as his 

subject-matter expert. I further was advised 

that I was viewed as a II MEF (Forward) asset and would serve that interest as requested from time to time by II MEF (Forward). 

I worked from within the 2d MAW 

(Forward) DOSS (Department of Safety 

and Standardization) office with the Aviation Safety Officer and his assistant. During 

my tenure with the DOSS, I was able to 

learn a lot about the culture of the Aviation Community (this being more “safety 

centric” than your average ground unit). 

First, I compiled a list of all safety personnel aboard the installation and contacted each of them. I explained who I was, 

what I had to offer in the way of support 

to their interest, and asked what I could 

do to address any concerns through 2d 

MAW (forward). It was not long after this 

effort to reach out that a positive relationship began to develop. We established a 

Base Safety Council and began a concerted 

effort to improve the infrastructure for the 

base population. We did this by assigning 

persons, specific to their particular areas of 

expertise, to address the various issues we 

encountered on the installation. I assumed 

the role of Base Safety and coordinated 

these efforts. Through these contacts and 

efforts, I was able to learn the job, in 

depth, through hands-on experience. After 

all, being visible and engaged in the entire 

process contributes to mission success Additionally, I felt it was an opportunity to 

lead by example. We learned from each 

other by teaching classes at Safety-Council 

meetings. We had a different department 

instruct each month, and we cooperated and standardized our efforts. We also 

sought out those persons who could teach 

us that little something extra. I, for one, 

was able to locate a Technical Laser-Safety 

Officer who set up a class for our base and 

certified us as Administrative Laser Safety 

Officers. Also, I met a Lieutenant Colonel 

from the Naval Safety Center, too, and 

was able to become certified as a CultureWorkshop Facilitator by assisting with his 

efforts. We rejected playing the role of the 

victim. Vice being helpless, we found a 

way to succeed. 

During site visits, I coordinated with 

another TSS in theater, and we conducted 

our site visits together. The philosophy 

stated that we could assist each other with 

unique skills we independently brought to 

the table. We found that we could teach 

our safety representatives at these remote 

locations the same lessons we learned from 

our respective home installations. This 

lesson was that there is a network that has 

access and answers to any question or concern. We changed the mindset from the 

excuse, “We can’t; were in combat,” into 

all the more reason to try harder. 

In closing, you don’t have to be an 

expert in every field. Utilizing available 

resources, (man, material and machine) can 

make all the difference. Change perception; this is nothing new. Risk management is something we always do. Let it 

continue to live up to its reputation of saving lives. There is no such thing as a safety 

“Nazi.” Everyone wants to stay alive. 

Safety really is Force Preservation. 

 Tactical Safety Specialist Daniel “Dan 

the Man” Mulvihill, demonstrates how 

to exit an MTVR varation that is under 

consideration by the Marine Corps.

Photo by Capt Nicolas Ramseur
22 Vol. 7, Issue 2 • Ground Warrior

While serving as an Individual Augmentee attached to 

Combined Forces Command – Afghanistan (CFC-A) I had 

the distinct pleasure of seeing the Swiss cheese model roll out 

in front of me. My billet within CFC-A is a Strategic Planner, 

but it is my collateral duty in which I utilized the ORM process more. My collateral duty is Combat Convoy Operations. 

Although not as intense as those currently going on in Iraq 

and other areas of Afghanistan, we have had our share of tense 

moments. On this particular day, I was going on a convoy as a 

designated “shooter/combat lifesaver” for the lead vehicle. The 

convoy’s mission was to drop off passengers to depart the AOR 

(a lot of folks with get-home-its), and was going to take place 

less than a week after the Kabul Riots. 

In the Corps, it’s a “fighting” hole, not a “fox” hole. Foxholes are for people who want to hide; 

fighting holes, on the other hand, are for people who want to fight.

“Tales from the Fighting Hole” is a column dedicated to telling stories from the operational 

forces. These incidents are unique in that Marines are facing scenarios not duplicated in training. The scenarios present different risks that, if not previously considered, could create a 

hazard. Our goal with this column is to mitigate some of these risks and to prevent, or “fight,” 

mishaps from recurring.

We welcome your e-mail or letters with information about mishaps you have witnessed 

while patrolling or driving through the sands of Iraq and Afghanistan. Submissions also are 

welcomed from those Marines training in the jungles of western Asia or doing humanitarian 

operations in the storm-destroyed areas of the United States.
Ground Warrior • Vol. 7, Issue 2 23 

The convoy was put together with members of a different 

unit, and one of my shipmates was designated the convoy commander, even though he had not been to the destination in a long 

time. My shipmate asked me if I would go along to help him, to 

provide corporate knowledge if you will, to get the convoy safely 

to the destination. The convoy brief was to take place at 0745; 

due to operational intelligence the convoy brief was pushed to 

0830. During the intelligence, part of the brief, I found out that 

the primary route was going to be closed to convoy traffic due to 

the road being washed out. We were going to use the alternate 

route to get to our destination. Once I heard that, I got a little 

tense; I had only been on the alternate route a couple of times, 

and that route takes you through the city. Along that route are 

several places to get turned around and possibly lost. Not good in 

a city where the U.S. had little credibility since the traffic accident that instigated the rioting. Once I found out about the use of 

the alternate route, I polled our convoy personnel to find out if 

anyone had driven that route to get to our destination, and none 

ever had. The alternate route is hardly used because it is longer 

and more time consuming, mainly due to intense traffic spots, 

so it was not out of the ordinary that few people actually knew 

the route. So I immediately began a map recon to re-familiarize myself with the check points (like a good Aviator). As the 

intelligence brief unfolded, we found out that the alternate route 

was closed at that particular time due to a traffic accident. Oh, by 

the way, that accident was caused by a military vehicle in which 

the initial report listed as one local national KIA and another 

wounded. If the ORM checklist sensor was not starting to send 

signals to my brain, that tidbit of information hit me directly in 

the face. As I mentioned, this convoy was being executed less 

than a week after the Kabul riots. The main catalyst of the riots 

was due to a traffic accident initiated by a U.S. military vehicle. 

We put the convoy mission on hold until we could ascertain what 

was happening along the route with respect to the local populace.

My shipmate and I discussed the options and decided to 

go talk to the Force Protection folks to see if they happened to 

be going to our destination. The Force Protection folks have 

up-armored HMMWVs (Humvee) with heavy weapons. Our 

convoy was low profile, no weapons with the exception of long 

rifles (M-16s) and side arms. As it so happened, they were going 

to our same destination, but, due to the timing of the departure 

being pushed, back they were looking at scrubbing their convoy 

(and eventually did). Having the Force Protection folks added 

firepower, as well as personnel that knew the route well. Continued discussion with our intelligence briefer revealed a rollover 

accident as well as grid lock traffic. After all of that, my shipmate 

and I decided to scrub the mission and try again the next day. 

Let’s review:

• Use of alternate route, which was not familiar to anyone.

• Get-home-its leading to the mission being pushed to go. 

• Accident on the route, which was similar causal factor of 

the May Kabul riots.

• Low profile convoy with no Force Protection

• Additional traffic accident with grid-locked traffic 

Final answer: Mission Scrub!

Like in the Aviation community, causal factors begin to line 

up, like the “Swiss cheese model,” and we have to step back and 

do a sense-check. We are trained through Crew Resource Management (CRM) to make decisions that may ultimately stop the 

domino effect leading to a mishap. In this case, that same process 

provided a foundation to see all the “Swiss cheese” lining up, which 

led to canceling the mission. Although the city stayed relatively 

quite, this mission could have been jeopardized. As far as the passengers, they were able to depart the next day, safe and sound.

LCpl David Taborda, ground communications organizational repairer, 

Force Protection Platoon, II Marine 

Expeditionary Force.

Photo by Cpl Heidi E. Loredo
24 vol. 7, issue 2 • Ground Warrior

“Call life flight,” the paramedic said, as my heart began to sink. I could not 

believe what was happening. Everything 

had gone wrong, very wrong, very fast.

It was a beautiful, cool, summer evening in Arkansas, the perfect day to enjoy a 

ride on my new motorcycle. It took some 

doing, but I was able to convince my wife 

to accompany me. I suggested that she 

change from the shorts she was wearing 

into jeans before we left. Then we donned 

our helmets and hit the road.

After only about a month of riding an 

old Kawasaki 750, I knew I was hooked. 

I had to have a bigger motorcycle; it 

didn’t matter if I was ready for it or not. 

A 1500cc Suzuki Cruiser was my bike of 

choice. After putting a grand total of 92 

miles on my new bike, I felt confident 

enough to handle anything. “I know what 

I am doing,” I assured myself as we left.

The ride was awesome: a winding 

country road, with the woman I love 

and my new bike. This was living! We 

rounded a few curves, leaning into them 

and accelerating. “Do we need to lean 

over so much and go so fast?” she asked. 

“It scares me.” Since we were only going 

about 40 mph, I didn’t really consider her 

concerns. Again I thought, “I know what I 

am doing.”

The first sign of trouble came when 

we decided to return home. Turning this 

bike around was a lot harder than I had 

expected. The bike was wobbly to the 

point I almost lost it a couple of times. 

Eventually, we headed in the right direction. After a quick analysis, I concluded 

again that, “I know what I am doing.”

On our trip out, we had gone up a 

small hill, and it now was time to go back 

down that hill. As we approached the 

crest, I remembered the sharp bend just 

over the top, but it was too late. I had 

gunned the engine, which brought us to 

about 50 mph. This would not have been 

a problem for an experienced biker, but, as 

I realized at that moment, “I don’t know 

what I am doing.” I leaned into the turn 

and tried to slow down by using my front 

brakes. Big mistake! The squeal of the rubber trying to hold on to the road is a sound 

I never will forget. 

A combination of improper braking 

and loose gravel on the road caused us to 

“high-side,” which means we flipped over 

the top of the bike. Seven hundred pounds 

of metal now was skidding down the road 

in our direction. Miraculously, the bike 

missed us. As I slid down the road, I could 

see my wife tumbling, rolling, and, finally, 

skidding to a halt. By the time I was able 

to get up and move over to her, she was 

crying. Unable to move her legs, she was 

severely disoriented and was having trouble breathing. I only cared that she wasn’t 

dead. About five minutes passed before a 

car approached, and the driver called 911.

The next few minutes happened so fast. 

The paramedics arrived and quickly determined she needed serious help. I stood by 

helpless, watching as they secured her head 

in between two blocks, put her on a back 

board, loaded her into the ambulance, and 

sped off for a helicopter. All I could do was 

stand there, bleeding from the comparatively mild road rash on my arms and staring 

as they drove away. The highway patrolman, who had 

responded to the 

call, took me to a 

local hospital, where I 

was treated for minor injuries and released. Life flight 

flew my wife to a hospital more 

than 75 miles away.

When I arrived where she was, her injuries already had been determined. She had 

six broken ribs, a broken shoulder blade, 

and a broken collarbone, all on her left side. 

The second digit on her right thumb also 

was shattered, and her right kneecap was 

broken into three pieces. The next two 

weeks in the hospital involved surgery to 

repair her thumb and knee, followed by 

two months of physical therapy. I escaped 

with road rash on both arms, a cracked 

knuckle on my left ring finger, and the guilt 

of what my arrogance had caused. Eventually she made a full recovery; however, this 

story could have ended very differently.

The accident had destroyed her full-face 

helmet. The visor was so badly scratched 

you couldn’t see through it. The chin 

guard showed deep scars where she had 

slid across the ground, and the back of the 

helmet had a dent the size of a quarter. 

Without the helmet, the injuries to her 

skull, probably would have killed her. 

Most of the stories about motorcycle 

accidents I’ve read involve the same 

ingredients: a young Marine, a sport bike, 

and a lot of speed. I am not young. I ride 

a cruiser, and I was not operating over the 

posted speed limit. Still, I found myself in a 

bad situation. Many things could have prevented this accident: slowing down, riding 

according to the road conditions, not 

carrying a passenger, and becoming more 

experienced. If we had taken the time to 

put on riding jackets and pants with pads, 

the injuries would not have been as severe. 

Since the accident, I have purchased a 

new bike and always wear my safety gear. 

I have also passed the Motorcycle Safety 

Foundation’s riding course. 

This accident didn’t cost me much 

money. No citations were issued, and the 

insurance company paid off the bike; however, it could have cost me the only thing 

that really matters! 

Story by SSgt Wayne T. Jackson