SAFETY WORK: MECHANICAL, AIRCRAFT, LIFT AIRCRAFT & PRODUCTION ENERGY AIRCRAFT

Watch this video to have a short brief regarding safety work: mechanical, aircraft, lift aircraft and production energy aircraft before we learn much more about K3/OSHA on this specific topic ↴

Mechanical is something that relates to the skill or use of machinery or tools.

An aircraft is a vehicle which can fly, for example an aeroplane or a helicopter.

• AIMS ARE TO ENSURE

- The safety of the operator & others

- The safely use of mechanical equipment when operated

- Production process is safe and smooth

• LAWS AND REGULATIONS FOR MECHANICAL

→ UU No. 1 / 1970

→ Permen No. 04/Men/1985

→ Permen No. 05/Men/1985

→ Permen No. 09/Men/2010

• LAWS AND REGULATIONS FOR AIRCRAFT

→ Undang-undang No.1 tahun 1970 regarding work safety

→ Permen No. 05/Men/1985 regarding lift aircraft and aircraft

→ Permen No. 09 tahun 2010 regarding aircraft operator

• MECHANICAL

1. Power & production aircraft

2. Lift aircraft

3. Operator

• WAYS TO CONSTRUCT & MANAGE

1. Construction must be strong

2. Safety device works well

3. Protection tools

4. Well worth the operation

5. Check the test

6. Well cared

7. Operation in accordance with manual/SOP and by authorized person

8. APD

• SCOPE/ENVIRONMENT

↪ Classification of operator

↪ Qualification and operator requirements

↪ Operator and officer's authority

↪ Certification of operators and officers

↪ Obligations of operators and officer's

sanctions

• TYPES OF MECHANICAL COMPONENTS THAT ARE HAZARDOUS

Three types of mechanical components present amputation hazards:

1. Point of Operation is the area of the machine where the machine performs work. Mechanical actions that occur at the point of operation, including cutting, shaping, boring, and forming.

2. Power-Transmission Apparatuses are all components of the mechanical system that transmit energy such as flywheels, pulleys, belts, chains, couplings, connecting rods, spindles, cams, and gears.

3. Other Moving Parts are the parts of the machine that move while the machine is operating, such as reciprocating, rotating, and transverse moving parts as well as lead mechanisms and auxiliary parts of the machine.

• MECHANICAL HAZARDS

Dangerous moving parts in three basic areas require safeguarding:

The point of operation: that point where work is performed on the material, such as cutting, shaping, boring, or forming of stock.

Power transmission apparatus: all components of the mechanical system which transmit energy to the part of the machine performing the work. These components include flywheels, pulleys, belts, connecting rods, couplings, cams, spindles, chains, cranks, and gears.

Other moving parts: all parts of the machine which move while the machine is working. These can include reciprocating, rotating, and transverse moving parts, as well as feed mechanisms and auxiliary parts of the machine.

• MECHANICAL MOTIONS AND ACTIONS

A wide variety of mechanical motions and actions may present hazards to the worker. These can include the movement of rotating members, reciprocating arms, moving belts, meshing gears, cutting teeth, and any parts that impact or shear. These different types of hazardous mechanical motions and actions are basic in varying combinations to nearly all machines, and recognizing them is the first step toward protecting workers from the danger they present.

The basic types of hazardous mechanical motions and actions are:

Motions

rotating (including in-running nip points)

reciprocating

transversing
Actions

cutting

punching

shearing

bending

• PROTECTIVE CLOTHING AND PERSONAL PROTECTIVE EQUIPMENT

Engineering controls, that eliminate the hazard at the source and do not rely on the worker's behavior for their effectiveness offer the best and most reliable means of safeguarding. Therefore, engineering controls must be the employer's first choice for eliminating machine hazards. But whenever engineering controls are not available or are not fully capable of protecting the employee (an extra measure of protection is necessary), operators must wear protective clothing or personal protective equipment.

If it is to provide adequate protection, the protective clothing and equipment selected must always be:

1. appropriate for the particular hazards
2. maintained in good condition
3. properly stored when not in use, to prevent damage or loss
4. kept clean, fully functional, and sanitary

Protective clothing is, of course, available for different parts of the body. Hard hats can protect the head from the impact of bumps and falling objects when the worker is handling stock; caps and hair nets can help keep the worker's hair from being caught in machinery. If machine coolants could splash or particles could fly into the operator's eyes or face, then face shields, safety goggles, glasses, or similar kinds of protection might be necessary. Hearing protection may be needed when workers operate noisy machines. To guard the trunk of the body from cuts or impacts from heavy or rough-edged stock, there are certain protective coveralls, jackets, vests, aprons, and full-body suits. Workers can protect their hands and arms from the same kinds of injury with special sleeves and gloves. Safety shoes and boots, or other acceptable foot guards, can shield the feet against injury in case the worker needs to handle heavy stock which might drop.

It is important to note that protective clothing and equipment can create hazards. A protective glove which can become caught between rotating parts, or a respirator facepiece which hinders the wearer's vision, for example, require alertness and continued attentiveness whenever they are used.

Other parts of the worker's clothing may present additional safety hazards. For example, loose-fitting shirts might possibly become entangled in rotating spindles or other kinds of moving machinery. Jewelry, such as bracelets and rings, can catch on machine parts or stock and lead to serious injury by pulling a hand into the danger area. 

• STUDY CASE

Case study on Aloha Airline Flight 243 accident

On April 28, 1988, a Boeing 737-200 (line number 152), N73711, was scheduled for several inter-island flights. At the start of the day the first officer performed a normal walk around pre-flight inspection in the pre-dawn darkness and found nothing unusual. The same crew flew three round trip flights from Honolulu to Hilo, Maui, and Kauai. No visual inspections were performed by the flight crew between flights (the airline did not require them). The first officer was replaced at 11:00 for the remainder of the day.

At 13:25 Flight 243 departed from Hilo for Honolulu. As the airplane leveled at 24,000 feet, an explosive decompression occurred. The flight attendant that had been standing at row 5 was immediately swept overboard. The captain took over the controls from the first officer and began an emergency descent to Maui, successfully landing there a short time later.

The airplane had accumulated 89,680 flight-cycles and 35,496 flight-hours at the time of the accident.

There were eight serious injuries (seven passengers and one flight attendant) and one fatality (a flight attendant). After the accident, a passenger reported that as she boarded the airplane she had seen a longitudinal fuselage crack (the crack was in the upper row of rivets along the stringer S-10L lap joint, about halfway between the cabin door and the jet bridge hood). She did not report this to the crew before takeoff.

The primary damage to the airplane consisted of the total separation and loss of a major portion of the upper crown skin and other fuselage structure. The damaged area extended from a little aft of the main cabin entrance door aft for about 18 feet. A video, taken from the air just after landing and showing the extent of damage to the airplane is available at the following link (Video taken after flight 243 landed). The NTSB determined that the probable cause of the accident was the failure of the Aloha Airlines maintenance program to detect the presence of significant disbonding and fatigue damage which ultimately led to the failure of the lap joint at stringer S-10L and the separation of the fuselage upper lobe.