The highlights of the most serious or frequent accidents are out-
lined in this Chapter, covering the period through August 1958.
An incident that occurred during the Luild-up period was the drowning
of an airman of the Weather Reporting Slement on 22 February.
Two airmen
had been instructed to become familiar with and check out in the operation
of an amphibious vehicle (DUKW).
The plan was to enter the Eniwetok
Lagoon at ths cargo pier and travel East to the personnel pier.
Approxi-
mately 15 minutes after departure on the esteblished course, the DUKW
struck a coral]. head and wes abandoned by the two airmen concerned.
Only
one Of the airmen was able to swim to shore, the other was apparently
drowned.
Ths only life preserver aboard the DUKW was the kapok seats,
and a policy of requiring that all persons in water craft be equipped with
life vests mizht have prevented this fatality.
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An, aircraft received extensive damage as a result of ground operations.
While towing a C-5) aircraft out of the hanger, the tug operator and wing
walker were not coordinated on their signals.
AS a result, the aircraft
was turned before the stabilizer and rudder had cleared the upper door
slct.
Total damage to the rudder and vertical fin was $3786.00.
Correct-
ive action taken to preclude recurrence was directing that spotters be
Placed at each wing tip and the tail of the aircraft when towing from or
into the hanger.
A yellow line was painted at each entrance as a guide
line for the tug operator to follow when towing aircraft.
To control vehicle traffic crossing the ends of the runwayy lights,
Clayton horns and Stop sizgns were inst>lled.
The red flashing lights and
Claxton herns were controlled and operated by the con':rol tower operators.
During the tires when the runway was nct in use, the Stop signs were used
in conjunction with siens warning Egpicte operators of the dangers of
KeWLHO
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