Unit Commander’s Safety Guide



375th Airlift Wing

UNIT COMMANDER’S

MOTORCYCLE SAFETY GUIDE

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Scott Air Force Base

Illinois

OPR: 375 AW/SE 1 March 2006

Motorcycle Safety Vision Statement

375 AW/SE

AMC’s showcase Wing…

Fostering an attitude about safe motorcycling which will combine knowledge of the written guidance on the part of all Team Scott members as well as focusing on the importance of risk management in all we do.

TABLE OF CONTENTS

Motorcycle Safety Program Overview

Wing Motorcycle Safety Philosophy 7

Wing Safety Staff Responsibilities 7

The Requirements – In a Nutshell 7

Motorcycle Safety Gear 8

How to Identify an “At Risk” Rider 14

Control Measures 15

Motorcycle Mentors 16

Conclusion 16

Attachments

DoDI 6055.4 DoD Traffic Safety Program 20 July 1999 excerpt 17

AFI 91-207 The U. S. Air Force Traffic Safety Program 1 October 1995 excerpt 18

Message Clarification on Motorcycle Rider Education Requirements from Air Force Safety Center 9 November 1999 20

AFI 31-204 Air Force Motor Vehicle Traffic Supervision 14 July 2000 excerpt 21

Scott AFBI 31-205 Motor Vehicle Traffic Supervision 1 April 2004 excerpt 21

MOTORCYCLE SAFETY PROGRAM OVERVIEW

The purpose of this guide is to provide you, the commander, with basic information to maintain your unit motorcycle safety program. Use this guide as a tool along with DODI 6055.4 (DoD Traffic Safety Program), AFI 91-207 (The U. S. Air Force Traffic Safety Program), AFI 31-204 (Air Force Motor Vehicle Traffic Supervision) and Scott AFBI 31-205 (Motor Vehicle Traffic Supervision). This guide, in no way, replaces these instructions.

Wing Motorcycle Safety Philosophy

The motorcycle safety philosophy of the 375th Airlift Wing is that motorcycle rider safety comes from a combination of intellectual awareness and physical riding ability, recognizing that risk assessment and operator skill are equally important. Our goal is to offer to both new and experienced motorcyclists an environment where multiple levels of skills based training combine with active mentoring by the experienced riders, thereby benefiting all involved.

Wing Safety Staff Responsibilities.

The 375 AW Safety staff is the POC for the Scott AFB motorcycle safety program. We are here to assist you in building and maintaining the motorcycle safety program for your organization. We provide the training required by Instruction for all personnel to complete prior to riding a motorcycle.

The Requirements – In a Nutshell

For your fingertips, here are the “cut to the chase” requirements. These can all be found in the Instruction excerpts provided at the back of this guide.

← The requirements apply to all military, on or off duty, on or off base.

← All personnel must have training prior to riding a motorcycle.

← All personnel must wear all required PPE every time they ride. Required PPE includes:

▪ DOT approved helmet properly fastened under the chin.

▪ Either a full face shield attached to the helmet or impact/shatter resistant goggles. NOTE: A windshield or eye glasses alone are NOT proper eye protection.

▪ Sturdy footwear is mandatory. Leather boots or over the ankle shoes are strongly encouraged.

▪ Long sleeved shirt or jacket, long trousers and full-fingered gloves or mittens designed for use on a motorcycle.

▪ A brightly colored outer upper garment during the day and a reflective upper garment during the night. Outer upper garment shall be clearly visible and not covered.

For those organizations that may have government-owned motorcycles or ATVs, PPE during off-road operations should also include knee and shin guards and padded full-fingered gloves.

From the DoDI – failure to wear the PPE or comply with the licensing or operator training requirements may be considered in making line-of-duty determinations if the injury is from such nonuse of PPE or noncompliance with training requirement.

Motorcycle Safety Gear

Non-riders may not be as familiar with the specifics of the required riding gear as riders are or should be. Here are some guidelines to follow when talking to your personnel about what is or is not within the intended parameters of the guidance.

Starting at the top and working down, possibly the most important piece of safety gear is a DOT approved helmet. There are helmets available on the market that have passed additional testing by the Snell Memorial Foundation. Snell certification is in addition to DOT approval for helmet safety. DOT approval is required; Snell approval, while good to have, is not required. The primary goal of a motorcycle helmet is to protect the rider's head during impact. There are three basic types of motorcycle helmets approved for wear by active duty military members. From most protective to least protective, they are:

Full face helmet

A full face helmet covers the entire head, with a rear that covers the base of the skull, and a protective section over the front of the chin. Such helmets have an open cutout in a band across the eyes and nose, with a plastic face shield (which may be clear or tinted) that generally swivels up and down to allow access to the face. Many full face helmets include vents to increase the airflow to the rider. The significant attraction of these helmets is their protectiveness; critics dislike the increased heat, sense of isolation, lack of wind, and reduced hearing that such a helmet makes inevitable. Full face helmets intended for off-road use sometimes omit the face shield but extend the visor and chin portions.

A subset called "Convertible", "Flip-face" or "Flip-up" is also available; in these helmets, the chin bar pivots upwards (or, in some cases, may be removed). The rider may thus eat or drink without unfastening the chinstrap and removing the helmet.

3/4 face helmet

This helmet's rear also covers the back of the skull, but lacks the lower chin armor of the full face helmet, as well as the face shield. Many offer visors of selectable length, some opaque, some tinted, which may be used by the rider to block out sunlight or headlights. A 3/4 face helmet provides the same rear protection as a full face helmet, but little protection to the face, even from non-crash events. Bugs, dust or even wind to the face and eyes can cause rider discomfort or injury. As a result, it is not uncommon for riders to wear wrap-around sunglasses or goggles to supplement eye protection with these helmets.

1/2 helmet

 

With essentially the same front design as a 3/4 face helmet, but a raised rear, the half helmet provides the minimum coverage generally allowed by law in the US. As with the 3/4 face, it is not uncommon to augment this helmet's eye protection through other means.

The chin straps on the DOT approved half helmets are much sturdier. This is a helmet that is designed and intended to protect the head of the rider. All of these types of helmets are secured by a chin strap, and their protective benefits are greatly reduced if the chin strap is not fastened.

Novelty helmets

There are other helmets – often called “beanies” or “novelty helmets” – which are not certified and are generally only used to provide the illusion of compliance with mandatory helmet laws. Such helmets are often smaller and lighter than DOT-approved helmets, and are unsuitable for crash protection because they lack the energy-absorbing foam that protects the brain by allowing it to come to a gradual stop during an impact. A “novelty helmet” – if it stays on during a crash – might protect the scalp against abrasion, but it has no capability to protect the skull or brain. You can see that from a distance, these helmets appear to be “legal” ½ helmets, however, upon closer inspection, the close to the head fit reveals the lack of ability of these helmets to protect a head in a crash.

Eye Protection

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In conjunction with the helmet, shatter resistant eye protection is a critical component of motorcycle safety gear. This can be provided by a full face shield (as seen on the full face helmet) or by fitted shatter resistant goggles.

Previous guidance allowed motorcyclists to ride without a full face shield or shatter resistant goggles if their motorcycle had a windshield that was at least as tall as the rider’s head. That guidance has been superseded. A windshield alone is no longer considered adequate eye protection.

Outer Upper Garment

The requirement for a long sleeved shirt or jacket can easily be satisfied by a jacket like the ones shown here. The bare minimum required to be compliant with this requirement could be met by wearing a long sleeved shirt, as shown on the left, however, the protection factor would not be there. The requirement for reflectivity while riding at night is also met by the jackets shown here, as the reflective material is a part of the garment. A shirt or jacket without reflective material sewn into its structure would require a separate reflective garment to be worn while riding at night.

The requirement for the outer upper garment to be a bright color would also be satisfied by a jacket like the two shown. A reflective belt does not satisfy the requirement for either visibility during the day or reflectivity during the night.

Long Trousers

The requirement for long trousers is fairly straight forward. Denim pants, as seen on the left are the most popular choice, however, pants designed for wear by motorcyclists will provide a higher level of protection in the event of a mishap.

Footwear

Proper footwear is another critical component of adequate motorcycle safety gear. These are some examples of footwear that are recognized as meeting the requirement of the DoDI and the AFI.

These are all examples of footwear that DOES NOT meet the requirements

of the DoDI and the AFI.

Gloves

Protection of a rider’s hands is another critical component of protective riding gear. When temperatures drop, hands are particularly susceptible to hypothermia, unless they are protected by gloves designed to be worn while operating a motorcycle. Here are some examples of such gloves.

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Reflective/Bright Garments

As was talked about earlier, there are several riding jackets available that also meet the reflectivity/high visibility requirement. There are, however, many riders that prefer darker colors for their outerwear, as it is worn for many purposes. For those folks, there are safety vests that can be worn with dark colored jackets that will help to keep the rider visible in traffic situations.

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The first two vest shown here meet the visibility requirement, as well as the reflectivity requirement. The two on the right ONLY meet the visibility requirement and would be acceptable for daylight riding hours only. A garment that is reflective would be required for night time riding.

With all of the outer upper garment issues – shirt or jacket, reflective or simply visible – there is an additional caveat that requires the outer upper garment not to be covered. Personnel using backpacks or totes to carry books, work, documents, etc., MAY NOT put that on the outside of their visibility/reflective garment. Doing so eliminates the benefits of the garment to all riders and drivers on the road behind the rider.

How to Identify an “At-Risk” Rider

An “at-risk” rider is not necessarily easily identified. He/She will look like any other rider. The best tool available to identify “at-risk” riders is your own power of observation. Factors that contribute to a person being considered an “at-risk” rider can be very general. These may include:

Age – As with four wheeled vehicles, riders under the age of 25 tend to be willing to take more risks while riding than older riders.

Single/Married/Family – Another very broad generalization focuses on whether a member is single or married, and if married, are there children. The fewer “ties” a person has to others, the more risks they may be willing to take.

Riding Experience – Those who have been riding longer tend to be more familiar with the wide variety of hazards that motorcyclists are exposed to. Newer riders, learn these hazards as they gain experience riding. It has been said that experience is something you don’t have until just after you needed it. This is easily the case with novice riders. Hand in hand with general riding experience is riding experience in the local area. Someone that is new to a base will be at a higher riding risk than someone that has been on station for a couple of years. It takes time to become familiar with all of the idiosyncrasies of riding in a new environment. This can encompass considerations such as a member moving from an extremely densely populated area to a rural area or vice versa. Weather variances also contribute to this aspect.

Age and Style of Motorcycle – While not wanting to stereotype a single group of riders, those with new, sport-style bikes will be at a higher risk level than a rider with a cruiser they have had for several years. Again, this is a combination factor – the younger riders like the looks of the sport bikes. They look “hot.” A young rider wanting to impress someone wants to look “hot” on their motorcycle. Motorcycles are less expensive to purchase than most four wheeled vehicles, and with fuel prices as high as they are, motorcycles are a fuel efficient means of transportation. Unfortunately, or fortunately, depending on your point of view, technology has not turned its’ back on motorcycles and the machines on the road today are far more sophisticated than they were even 10 years ago. With that sophistication comes a speed capability that can take a novice rider by surprise and a general smoothness of ride that lulls the novice rider into believing there is not a risk present at the higher speed.

Attitude – This is an identifier that transcends all of the other items mentioned here. It is the single biggest contributing factor to a rider being considered to be an “at-risk” rider. Telltale signs of an “at-risk” attitude are:

A quick temper/short fuse, a perpetual “chip on the shoulder.”

Speeding tickets.

Alcohol/drug use/abuse.

Disregard for authority – always pushing the envelope of what’s acceptable.

A person that is a loner, with few or no friends.

Emotional instability – possibly experiencing marital/relationship problems.

Control Measures

As the Commander, ultimately the health and well-being of your personnel is your responsibility. You have a wide variety of options available to you to help you protect your unit’s members. Current policy directs the first two items listed as basic components of your motorcycle safety program.

Initial interviews with all riders upon their assignment to your organization. Their knowledge of your concern is huge. Put newly assigned personnel in touch with a mentor to help familiarize them with the local area.

Appoint a squadron motorcycle monitor that can be in touch with all of the riders in your organization. Staying in touch with your riders through this person, again speaks volumes.

Additional options that are open to you include, but are not limited to:

Do your lower and mid-level supervisors know who their riders are? Do they know who may be considered to be “at-risk”? They are your “finger on the pulse” of your riders. They are aware of the day-to-day issues their subordinates are dealing with and should know if any of the stress factors are present in their lives.

Schedule “at-risk” riders to re-attend motorcycle safety training. While often seen as a punitive measure by the recipient, people often learn better/safer motorcycle handling skills in spite of themselves.

Restrict riding. In drastic situations, Commanders at some bases have taken possession of a rider’s keys. This is a very sensitive issue and our JA is reluctant to endorse an action this drastic. You can, however, limit a member’s riding area or hours. You can direct riding to be accompanied by a mentor.

Suggest organized lunch hour rides. This will help to build camaraderie among your riders, as well as provide a forum for new and recently assigned riders to become familiar with the immediate local area in a more controlled context.

Riders that get a speeding ticket or are involved in a mishap could be required to brief the organization on what happened, why, how, lessons learned, (points assessed, increased insurance premiums, etc.).

Motorcycle Mentors

Selection of motorcycle mentors within your organization can be a critical component of a successful motorcycle safety program. Not every rider can be a mentor. Not every rider should be a mentor. Here are some guidelines to follow in selecting the mentors in your organization.

How long has the member been riding? In most instances you will want to select members that have at least 3 years of riding experience.

Has the member ever had a speeding ticket on their motorcycle?

You will want to observe the member riding – what is their riding style? Are they conservative or do they take risks? You will not want a risk taker mentoring new riders.

Look at their motorcycle. Normally more responsible riders take better care of their motorcycles. You will not see scratches or dents. It will be clean. The tires will be in good condition.

Look at their gear. They will have all of the gear – in good condition and will not want to argue about the requirements.

Conclusion

The bottom line is that the motorcycle safety program is one facet of your organization’s safety program. This guide has been prepared to help you in the management of your motorcycle safety program. You have a wide variety of tools available to you to manage the program. The 375 AW Safety Office is here to assist you.

Applicable Published Guidances

DODI 6055.4 DoD Traffic Safety Program – 20 July 1999

2. APPLICABILITY AND SCOPE

2.2. This Instruction applies to the following:

2.2.1. All military personnel at any time, on or off a DoD installation.

2.2.2. All DoD civilian personnel in a duty status, on or off a DoD

installation.

E3.2. MOTORCYCLE SAFETY (HSPG NUMBER 3)

E3.2.1. Operators of Government and privately owned motorcycles (both street

and off-road versions) on DoD installations must be appropriately licensed to operate

on public highways (except where not required by the SOFAs or local laws). A valid

U.S. Government Motor Vehicle Operator's Identification Card (OF-346) or a Unit

Level Logistics System (ULLS) Operator Qualification record fulfills the licensing

requirement for operators of tactical motorcycles.

E3.2.2. Where State or local laws applicable to the installation require special

licenses to operate privately owned motorcycles, motorized bicycles (Mopeds), motor

scooters, or ATVs, such license requirements, as a minimum, shall apply to operation

of those vehicles on DoD installations.

E3.2.3. Before operation of any motorcycle, personnel shall successfully

complete an approved rider or operator safety course. This training requirement

excludes those operating motorcycles with attached sidecars and three-wheel

motorcycles.

E3.2.3.1. The safety course must include the following: the appropriate

Motorcycle Safety Foundation (MSF) or Specialty Vehicle Institute of America

(SVIA) or MSF-based State-approved curriculum taught by certified or licensed

instructors; hands-on training; and a performance-based and knowledge-based

evaluation.

E3.2.3.2. Training required by this Instruction shall be provided at no cost to military and DoD civilian personnel. Personnel shall not be charged leave to attend

training required by this Instruction.

E3.2.3.3. Additional performance based evaluations may be required for

off-road recreational operation of privately owned vehicles or vehicles controlled by

morale, recreation, and welfare organizations on DoD installations. Privately owned

ATV and off-road motorcycle operators should complete training. Operators are also

encouraged to complete refresher training before each riding season or after long

periods of inactivity.

E3.2.3.4. Curriculum and proficiency training for tactical motorcycles will be tailored to satisfy specific mission objectives. Operators will have previously

completed a safety course as required in the above paragraph E3.2.3.1.

E3.2.4. The DoD Components will develop and approve safety requirements

tactical motorcycles integrating operational risk management into tactics, techniques,

and procedures training when required by military mission.

E3.2.5. When operated on any DoD installation, in both on- and off-road modes,

all Government or privately owned motorcycles, mopeds, motor scooters, and ATVs

(when equipped) must have headlights turned on at all times, except where prohibited

by military mission, the SOFAs, or local laws.

E3.2.6. Motorcycles, except Government-owned off-road motorcycles on tactical

missions or training, shall be equipped with rear view mirrors mounted on the

handlebar or fairing.

E3.2.7. Requirements for Personal Protective Equipment (PPE) are as follows:

E3.2.7.1. The following PPE is mandatory for all persons as listed in

paragraph 2.2. of the Instruction while operating or riding as a passenger on a

motorcycle or ATV.

E3.2.7.1.1. Helmets. Certified to meet Department of Transportation (DOT) standards properly fastened under the chin. If stationed outside CONUS and the host nation does not have an equivalent helmet standard, the helmet will meet the U.S. Department of Transportation standard.

E3.2.7.1.2. Goggles and Face Shields. Impact or shatter resistant

goggles or full-face shield properly attached to helmet. A windshield or eye glasses

alone are not proper eye protection.

E3.2.7.1.3. Sturdy Footwear is mandatory. Leather boots or over the ankle shoes are strongly encouraged.

E3.2.7.1.4. Clothing. Long sleeved shirt or jacket, long trousers, and

full-fingered gloves or mittens designed for use on a motorcycle.

E3.2.7.1.5. Garment Visibility. A brightly colored outer upper garment during the day and a reflective upper garment during the night. Outer upper garment shall be clearly visible and not covered.

E3.2.8. The PPE for Government-owned motorcycle and ATV operators during

off-road operations should also include knee and shin guards and padded full-fingered

gloves.

E3.2.9. Failure to wear the PPE or comply with licensing or operator training

requirements may be considered in making line-of-duty determinations if the injury is

from such nonuse of PPE or noncompliance.

AFI 91-207 The U. S. Air Force Traffic Safety Program – 1 October 1995

13. Military, DAF and NAF civilian personnel, military dependents, foreign military students and contractor personnel operating motorcycles, motor scooters, or mopeds on Air Force installations must complete a safety course (Course IVA, MRC:RSS or Course IVB, ERC) that

includes hands-on training and evaluation. The Air Force encourages military members operating mopeds off Air Force installations, in states or countries that do not require such vehicles to be registered, to complete motorcycle safety training. Motor scooter and/or moped operators in states or countries that do not require such vehicles to be registered and/or operators licensed must comply with first or second sentence above, as applicable. EXCEPTION: Operators possessing a state motorcycle license endorsement that requires an MSF approved training for such endorsement are not required to complete Course IVA or IVB. Personnel assigned to a command operating under a MAJCOM/CC waiver do not need to complete MSF Course IVA or IVB. These requirements do not apply to personnel who enter the installation

on a "visitor pass" basis.

14. Requirements for motorcycle, motor scooter, and moped operations on Air Force installations and for operation by military personnel off Air Force installations include the following:

• Only operators may ride mopeds--no passengers.

• Headlights must be on unless prohibited by the Status of Forces Agreement or local laws.

• Vehicle must have rear-view mirrors.

• Operator and any passenger must wear a protective helmet. NOTE: Helmets must meet, as a minimum, Department of Transportation (DoT) standards and be properly worn and fastened. Helmets may also meet other standards such as the Snell Memorial Foundation or the American National Standards Institute. If stationed overseas, personnel may use host-nation certified, equivalent helmets.

• To increase visibility of riders, they are encouraged to affix reflective material to their helmets.

• Operator and any passenger must wear impact resistant goggles or a full-face shield on their helmet. EXCEPTION: Goggles or a full-face shield are not required for the operator if the motorcycle is equipped with a windshield that is equal in height to or above the top of the helmet of the properly upright-seated operator.

• Brightly colored or contrasting vest or jacket as an outer upper garment during the day and reflective during the night. Outer upper garment will be clearly visible and not covered.

• Long sleeved shirts or jackets, full-fingered motorcycle gloves or mittens, and long trousers.

• Sturdy footwear. Leather boots or over-the ankle shoes are strongly encouraged.

Motorcycle Rider Education Clarification Message from Air Force Safety Center

(9 Nov 1999)

UNCLAS

SUBJECT: MOTORCYCLE RIDER EDUCATION REQUIREMENTS

REF: DODI 6055.4 (20 JUL 99) AND AFI 91-207 (1 OCT 95)

1. THE PURPOSE OF THIS MESSAGE IS TO PROVIDE REVISED GUIDANCE ON

MANDATORY TRAINING REQUIREMENTS FOR PERSONNEL WHO OPERATE A

MOTORCYCLE. THIS REVISION IS MADE TO ALIGN THE AIR FORCE TRAINING

REQUIREMENTS OUTLINED IN AFI 91-207 (1 OCT 95), THE AIR FORCE TRAFFIC

SAFETY PROGRAM, WITH NEW REQUIREMENTS OUTLINED IN DODI 6055.4 (20 JUL

99), THE DOD TRAFFIC SAFETY PROGRAM. THESE CHANGES WILL BE

REFLECTED IN THE NEXT PUBLICATION OF AFI 91-207.

2. EFFECTIVE IMMEDIATELY ALL AIR FORCE MILITARY PERSONNEL WHO OPERATE A MOTORCYCLE (ON-OFF DUTY, ON-OFF A DOD INSTALLATION, AND REGARDLESS OF THE MEMBER'S DECISION TO REGISTER THEIR VEHICLE ON A DOD INSTALLATION) ARE REQUIRED TO ATTEND OR TO HAVE ATTENDED AN APPROVED MOTORCYCLE RIDER SAFETY COURSE (COURSE IVA, MRC: RSS OR COURSE IVB, ERC). THIS CHANGE BRINGS THE AIR FORCE IN COMPLIANCE WITH PARAGRAPH E3.2.3 OF DODI 6055.4, WHICH STATES, "BEFORE OPERATION OF ANY

MOTORCYCLE, PERSONNEL SHALL SUCCESSFULLY COMPLETE AN APPROVED RIDER OR OPERATOR SAFETY COURSE."

3. EFFECTIVE IMMEDIATELY ALL AIR FORCE CIVILIAN PERSONNEL WHO

OPERATE A MOTORCYCLE WHILE ON DUTY (ON-OFF A DOD INSTALLATION, AND

REGARDLESS OF THE EMPLOYEE'S DECISION TO REGISTER THEIR VEHICLE ON A

DOD INSTALLATION) ARE REQUIRED TO ATTEND OR HAVE ATTENDED AN APPROVED MOTORCYCLE RIDER SAFETY COURSE (COURSE IVA, MRC:RSS OR

COURSE IVB, ERC).

4. EFFECTIVE IMMEDIATELY RETIREES, CONTRACTORS, DEPENDANTS, AND ALL

OTHER NON-AIR FORCE CIVILIAN PERSONNEL WHO OPERATE A MOTORCYCLE

WHILE ON A AF INSTALLATION ARE HIGHLY ENCOURAGED, BUT NOT REQUIRED,

TO ATTEND AN APPROVED MOTORCYCLE RIDER SAFETY COURSE (COURSE IVA,

MRC:RSS OR COURSE IVB, ERC). THE INSTALLATION SAFETY OFFICES MAY

PROVIDE THIS TRAINING ON A SPACE AVAILABLE BASIS.

5. FOR THE PURPOSE OF THIS NEW REQUIREMENT, THE DOD DEFINITION OF

PERSONNEL WILL BE USED. PARAGRAPH E2.5 OF DODI 6055.4 DEFINES DOD

(AF) PERSONNEL AS:

CIVILIAN PERSONNEL (WHILE ON DUTY). "DOD CIVIL SERVICE EMPLOYEES

(INCLUDING RESERVE COMPONENT TECHNICIANS AND RESERVE TECHNICIANS,

UNLESS IN A MILITARY DUTY STATUS); NON-APPROPRIATED FUND EMPLOYEES

(EXCLUDING PART TIME MILITARY); CORPS OF ENGINEERS CIVIL WORKS

EMPLOYEES; YOUTH OR STUDENT ASSISTANCE PROGRAM EMPLOYEES; FOREIGN

NATIONALS EMPLOYED BY THE DOD COMPONENTS AND ARMY-AIR FORCE EXCHANGE SERVICE EMPLOYEES."

MILITARY PERSONNEL. "ALL U.S. MILITARY PERSONNEL ON ACTIVE DUTY;

RESERVE OR NATIONAL GUARD PERSONNEL ON ACTIVE DUTY OR PERFORMING

INACTIVE DUTY TRAINING; SERVICE ACADEMY CADETS; OFFICER CANDIDATES IN OCS OR AOCS; RESERVE OFFICER TRAINING CORPS (ROTC) CADETS WHEN

ENGAGED IN DIRECTED TRAINING ACTIVITIES; AND FOREIGN NATIONAL

MILITARY PERSONNEL ASSIGNED TO THE DOD COMPONENTS."

6. AFSC POC IS MR JOHN PHILLIPS, DSN: 246-0728.

AFI 31-204 Air Force Motor Vehicle Traffic Supervision – 14 July 2000

3.2. Registration and Driver Requirements. . . . All motorcycle operators

must comply with the requirements of AFI 91-207 prior to registering a motorcycle.

4.2.3.1. Motorcycles and mopeds. Operators must comply with special requirements when driving motorcycles, mopeds, or other open two-, three-, and four-wheel vehicles powered by a motorcycle-type engine. . . . Refer to AFI 91-207 for helmet, eye, and clothing safety requirements.

Scott AFBI 31-205 Motor Vehicle Traffic Supervision – 1 April 2004

3.2. Registration and Driver Requirements. All registration requirement systems for POVs on Scott AFB will include the requirements listed below. All drivers registering motorcycles on base must comply with the requirements stated in AFI 91-207, The US Air Force Traffic Safety Program.

3.2.12. Additional Requirements for Motorcycle Registration:

3.2.12.1. Proof of Motorcycle Safety Course (MSC). Report to the 375 SFS Pass and Registration with an MSC Card and other required documentation for motorcycle registration.

3.2.12.2. No Proof of a MSC. Report to the 375 SFS Pass and Registration to receive the following: 30-day temporary pass, Southern Illinois University-Carbondale MSC schedule, 375 AW Motorcycle Rider’s Pamphlet, and a signed letter attesting agreement to and understanding of the requirements of operating a motorcycle on a military installation. Once confirmation of enrollment in MSC is received, report to the 375 SFS Pass and Registration with a copy of the confirmation letter to extend temporary registration until the course completion date. Once MSC has been completed, report to the 375 SFS Pass and Registration with a MSC Card and other required documentation for vehicle registration.

4.2.13.4. No motorcycle or motor-driven cycle may be legally operated on a street or highway on Scott AFB unless the vehicle and driver comply with the following requirements: (Specifications for each item listed are contained in the IVC, AFI 91-207 and AFI 31-204.)

4.2.13.5. Headlights (turned on at all times while operating). (IVC 12-201)

4.2.13.6. License plate light. (IVC 12-201)

4.2.13.7. Taillight. (IVC 12-205)

4.2.13.8. Stoplight. (IVC 12-208)

4.2.13.9. Muffler. (IVC 12-602)

4.2.13.10. Brakes. (IVC 12-301)

4.2.13.11. Handlebars (not more than 15 inches above seat). (IVC 11-1405)

4.2.13.12. Seats designed for the number of persons carried. (IVC 11-1403)

4.2.13.13. Handgrips for passengers in a sidecar. (IVC 11-1403)

4.2.13.14. Footrests for passengers. (IVC 11-1403)

4.2.13.15. Rearview mirror. (IVC 12-502)

4.2.13.16. Horn. (IVC 12-601)

4.2.13.17. Protective helmets for driver and passengers.

4.2.13.18. Protective goggles or shield for driver and passengers. (IVC 11-1404)

4.2.13.19. Clothing must meet the following requirements: highly reflective or vests for operator and all passengers, long sleeves, long pants, sturdy foot wear (no sandals), and full-fingered gloves IAW AFI 91-207.

4.2.13.20. Helmets, clothing, boots, and vehicles will not be decorated with adornments that will degrade the military image. This includes, but is not limited to, helmets patterned after foreign military units, patches, decals, buttons or pictures that are not conducive to good order and discipline.

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