safety at accident site guidelines

SAFETY AT ACCIDENT SITE GUIDELINES

2nd Edition

2017

KOMITE NASIONAL KESELAMATAN TRANSPORTASI


SAFETY AT ACCIDENT SITE

GUIDELINES

2nd Edition – 2017




Published by:

Komite Nasional Keselamatan Transportasi

Jalan Medan Merdeka Timur Nomor 5

Jakarta – Indonesia

www.knkt.dephub.go.id/knkt

http://www.knkt.dephub.go.id/knkt



RECORD OF REVISION

Revision No. Date of Revision Affected Pages Remarks/Purpose of Revisions

Original 9 September 2014 All First Edition

1 14 September 2015 Foreword Person in charge changed

0 1 September 2017 All

Second Edition.

Change KNKT Logo and revision to

several chapters to refer ICAO Annex

13 amendment 15

1 31 August 2018

• Table of Content

page vii

• Subchapter

4.5.1 page 4-7

• Subchapter

4.5.2 page 4-7

• Appendix 9.2

page 9-5

To update the content

Note:

Each amended page of KNKT guideline shall show the appropriate amendment number and date. A vertical black

line on the right margin adjacent to the item that has been changed will indicate all changes. However, in any circumstances, the vertical black line is not necessary when the amendment is more than 50 percent of total pages, therefore new edition will be issued.



FOREWORD

Komite Nasional Keselamatan Transportasi, KNKT (National Transportation Safety Committee, NTSC) is no blame, independent, multimode safety investigation body within the Republic of Indonesia responsible directly to the President of the Republic of Indonesia.

KNKT has the main duty of conducts objective and independent transport safety investigation (investigation) for four modes of transportation which are; aviation, railway, road and marine transportation. KNKT investigation is intended to prevent similar occurrence in the future without implying blame or liability.

KNKT investigation in aviation is to conduct objective and independent investigation of civil aircraft accident and serious incident under the provision of International Civil Aviation Organization (ICAO) Annex 13.

The KNKT Safety at Accident Site Guidelines provides a set of guidelines for the Investigators and all participants in related to the safety during conduct investigation. This guideline contains general work health information which discuss of legislation of work safety and health and general safety. Planning, discuss hazard at accident site and personal protective equipment, and on-site precaution.

Although this guideline will be of use by experienced and inexperienced investigators alike, it is not a substitute for investigation training and experience.

Because this guideline deals with both accident and serious incident investigations and, for reasons of brevity, the term “accident”, as used herein, applies equally to “serious incident”. Throughout this guideline, the use of the male gender should be understood to include male and female persons.

The field of transport accident investigation safety at aircraft accident site and related hazards is being progressively developed. Consequently, this guideline will be amended regularly.

This guideline will be amended periodically as new investigation techniques are developed and new information becomes available. Readers are invited to submit material for possible inclusion in subsequent editions of this guideline. This material should be addressed to: Komite Nasional Keselamatan Transportasi; Gedung Kementerian Perhubungan lantai 3, Jalan Medan Merdeka Timur Nomor 5, Jakarta – Indonesia 10110 or email to [email protected].

Jakarta, 1 September 2017

Dr. Ir. Soerjanto Tjahjono Chairman

mailto:[email protected]

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This document is uncontrolled if printed, please verify that it is the latest copy, see online version



TABLE OF CONTENTS

TABLE OF CONTENTS ............................................................................................................ i

GLOSSARY ........................................................................................................................... viii

LIST OF ACRONYMS ............................................................................................................ xii

1 WORK HEALTH AND SAFETY ................................................................................... 1-1

1.1 General .............................................................................................................. 1-1

1.2 Legislation .......................................................................................................... 1-1

1.2.1 Indonesia Law number 1 of 1970 ......................................................... 1-1

1.2.2 Peraturan Pemerintah (Government Decree). ..................................... 1-4

1.2.3 Civil Aviation Safety Regulation Part 830 ............................................ 1-4

1.3 KNKT Policy ....................................................................................................... 1-5

2 WORK HEALTH INFORMATION ................................................................................. 2-1

2.1 Eating and drinking precautions ........................................................................ 2-1

2.2 Clean Water ....................................................................................................... 2-1

2.3 Chemical Disinfection ........................................................................................ 2-1

2.4 Dehydration........................................................................................................ 2-2

2.5 Malaria Precautions ........................................................................................... 2-2

2.5.1 Behavior Pattern of the Mosquito ......................................................... 2-3

2.5.2 Risk of Contacting Malaria ................................................................... 2-3

2.5.3 Controlling and Repelling Mosquitoes ................................................. 2-3

2.5.4 Insect Sprayer ...................................................................................... 2-4

2.5.5 Insect Repellent .................................................................................... 2-4

2.6 Sexually Transmitted Diseases ......................................................................... 2-4

2.7 Motor Vehicle Travel .......................................................................................... 2-5

2.7.1 Precautions ........................................................................................... 2-5

2.7.2 Travelling to Site ................................................................................... 2-6

2.8 Jet Lag and Time Zone Changes ...................................................................... 2-6

2.8.1 Preparation ........................................................................................... 2-6

2.8.2 Travelling .............................................................................................. 2-6

2.8.3 On Arrival at Destination ...................................................................... 2-6

2.9 Traveller Diarrhea .............................................................................................. 2-7

2.9.1 Causes .................................................................................................. 2-7

2.9.2 Prevention............................................................................................. 2-7

2.9.3 Treatment ............................................................................................. 2-7

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2.9.4 Emergency Management of Diarrhea .................................................. 2-8

2.10 Helicopter operations ......................................................................................... 2-8

2.10.1 Common use situations ........................................................................ 2-8

2.10.2 General Helicopter Safety Instructions ................................................ 2-8

2.10.3 Temporarily Blindness .......................................................................... 2-9

2.10.4 Approaching the Helicopter .................................................................. 2-9

2.10.5 Leaving the Helicopter.......................................................................... 2-9

2.11 Mountain Operation ........................................................................................... 2-9

2.11.1 Mountain Operation Preparation ........................................................ 2-10

2.11.2 Mountain Operation Equipment and Logistic ..................................... 2-11

2.11.3 Conducting the Mountain Operation .................................................. 2-14

2.11.4 Emergency situation ........................................................................... 2-14

2.11.5 End of Mountain Operation ................................................................ 2-14

2.12 Water Operation .............................................................................................. 2-14

2.12.1 Water Operation Preparation ............................................................. 2-15

2.12.2 Equipment and logistic ....................................................................... 2-16

2.12.3 Conducting Water Operation.............................................................. 2-16

2.12.4 End of Water Operation...................................................................... 2-17

3 HAZARD AT ACCIDENT SITE ..................................................................................... 3-1

3.1 Hazardous Material............................................................................................ 3-1

3.1.1 Expert Advice Required........................................................................ 3-1

3.1.2 Potential Hazards ................................................................................. 3-1

3.1.3 Contamination Sources ........................................................................ 3-1

3.1.4 Standard Practices ............................................................................... 3-1

3.1.5 Points to Note ....................................................................................... 3-2

3.2 Radioactive Materials ........................................................................................ 3-2

3.2.1 Dealing with Radioactive Material ........................................................ 3-2

3.2.2 Procedure ............................................................................................. 3-3

3.2.3 Protection.............................................................................................. 3-3

3.2.4 Precautions to be taken........................................................................ 3-3

3.2.5 Cleaning................................................................................................ 3-4

3.3 Chemical Hazards ............................................................................................. 3-4

3.3.1 About Chemical Hazards ..................................................................... 3-4

3.3.2 Appropriate Protective Clothing and Breathing Apparatus .................. 3-4

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3.3.3 Agricultural Aircraft ............................................................................... 3-4

3.3.4 Sources of Chemical Hazards.............................................................. 3-4

3.3.5 Sources of Contact ............................................................................... 3-5

3.3.6 Dealing with Chemical Hazards ........................................................... 3-5

3.3.7 Chemical Exposure First Aid ................................................................ 3-6

3.3.8 Specific Instructions ............................................................................. 3-6

3.3.9 First Aid Information ............................................................................. 3-7

3.3.10 Warnings and Cautions ........................................................................ 3-7

3.4 Pathological and Biological Hazards ................................................................. 3-7

3.4.1 Blood-borne Pathogen Training ........................................................... 3-7

3.4.2 Definitions ............................................................................................. 3-7

3.4.3 Communicable Diseases ..................................................................... 3-8

3.4.4 Universal precautions ......................................................................... 3-11

3.4.5 Prohibitions and precautions .............................................................. 3-13

3.5 Composite Fiber Materials............................................................................... 3-14

3.5.1 About Composite Fiber Material Hazards .......................................... 3-14

3.5.2 Organic Compound – Matrix Hazards................................................ 3-14

3.5.3 Smoke and Fume Hazards ................................................................ 3-15

3.5.4 Fiber Hazards ..................................................................................... 3-15

3.5.5 Specific Carbon Fiber Hazards .......................................................... 3-16

3.5.6 Hazards to Electrical Equipment ........................................................ 3-16

3.5.7 Hazards to the Environment ............................................................... 3-17

3.6 Handling pressure vessels .............................................................................. 3-17

3.6.1 Handling procedures .......................................................................... 3-17

3.7 Handling and transporting lithium battery devices .......................................... 3-17

3.7.1 Thermal runaway ................................................................................ 3-18

3.7.2 Types of Lithium batteries .................................................................. 3-18

3.7.3 Handling Lithium Battery Powered Device ........................................ 3-19

3.8 Heat Stress ...................................................................................................... 3-20

3.8.1 Heat Exhaustion and Heatstroke ....................................................... 3-20

3.9 Other Hazards ................................................................................................. 3-21

3.9.1 Beryllium Oxide .................................................................................. 3-21

3.9.2 Boron-based Products........................................................................ 3-21

3.9.3 Trapped Fuel in Craters ..................................................................... 3-21

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3.9.4 Confined Spaces ................................................................................ 3-21

3.9.5 Batteries.............................................................................................. 3-22

3.9.6 Poisonous Plants ................................................................................ 3-22

3.9.7 Dangerous Animals ............................................................................ 3-22

3.9.8 Ballistic Parachute Systems, Air Bag Seat Belt Systems and

Ejection Seats ..................................................................................... 3-22

4 PERSONAL PROTECTIVE EQUIPMENT ................................................................... 4-1

4.1 What is Supplied ................................................................................................ 4-1

4.1.1 Adequate Supplies ............................................................................... 4-1

4.1.2 Non-KNKT Personnel ........................................................................... 4-1

4.1.3 Donning of PPE .................................................................................... 4-1

4.1.4 Use of PPE in a Designated Bio-hazardous Area includes the

following: ............................................................................................... 4-2

4.1.5 Removal of PPE ................................................................................... 4-2

4.2 Personal Protective Clothing ............................................................................. 4-3

4.2.1 Protective Clothing ............................................................................... 4-3

4.2.2 Additional Personal Protective Equipment........................................... 4-3

4.2.3 Caution when Wearing Personal Protective Equipment ...................... 4-4

4.3 Additional Items on Personal Issue to Investigator ........................................... 4-4

4.3.1 First Aid Kit ........................................................................................... 4-4

4.3.2 High Visibility Safety Vest .................................................................... 4-4

4.3.3 Hard Hat (Helmet) ................................................................................ 4-4

4.3.4 Protection against UV radiation and sunlight ....................................... 4-5

4.4 Criteria for Establishing Existence of Biological Hazards ................................. 4-5

4.4.1 Crash Site Level of Contamination ...................................................... 4-5

4.4.2 Levels of Protection .............................................................................. 4-6

4.5 Selecting PPE .................................................................................................... 4-7

4.5.1 Disposable Inner Gloves ...................................................................... 4-7

4.5.2 Heavy Work Gloves .............................................................................. 4-7

4.5.3 Protective Goggles ............................................................................... 4-8

4.5.4 Disposable Liquid Resistant Coveralls ................................................ 4-8

4.5.5 Protective Boots/Disposable Shoe Covers .......................................... 4-8

4.5.6 Decontamination Chemicals ................................................................ 4-8

4.5.7 Biohazard Disposal Bags ..................................................................... 4-8

4.5.8 Breathing Apparatus ............................................................................. 4-9

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5 GENERAL SAFETY PRECAUTIONS .......................................................................... 5-1

5.1 Accident Site ...................................................................................................... 5-1

5.2 The Investigator-in-Charge Responsibility ........................................................ 5-1

5.2.1 IIC Responsibilities for Site Safety ....................................................... 5-2

5.2.2 IIC Responsibilities for Team and Non-team Members ....................... 5-2

5.2.3 Site Safety and Security Coordinator ................................................... 5-2

5.3 Secure or Release Wreckage ........................................................................... 5-3

5.4 Personal Safety ................................................................................................. 5-3

5.5 General Safety Considerations ......................................................................... 5-4

5.5.1 Specific Precautions ............................................................................. 5-4

5.5.2 Physical Condition of Investigator ........................................................ 5-4

5.5.3 Eating and Sleeping Routines .............................................................. 5-4

5.5.4 Leaving Site .......................................................................................... 5-4

5.5.5 Vaccinations ......................................................................................... 5-5

5.5.6 Personal Hygiene ................................................................................. 5-6

5.6 Duty Hours ......................................................................................................... 5-6

5.6.1 Maximum Number of Duty Hours ......................................................... 5-6

5.6.2 Energy Conservation ............................................................................ 5-7

5.6.3 Sensory Overload ................................................................................. 5-7

5.6.4 Night Operations................................................................................... 5-7

5.7 Team Selection .................................................................................................. 5-7

6 SITE MANAGEMENT ................................................................................................... 6-1

6.1 Securing the Site ............................................................................................... 6-1

6.1.1 Site Assessment ................................................................................... 6-1

6.1.2 Additional Buffer Zone .......................................................................... 6-2

6.1.3 Emergency Services Personnel ........................................................... 6-2

6.1.4 Site Briefings ........................................................................................ 6-2

6.1.5 Accident Occurring in an Aerodrome ................................................... 6-2

6.1.6 Accident Occurs Outside an Aerodrome ............................................. 6-2

6.2 Managing Site Safety ........................................................................................ 6-3

6.3 Site Security ....................................................................................................... 6-4

6.3.1 Site Securing Responsibility ................................................................. 6-4

6.3.2 KNKT Control ....................................................................................... 6-4

6.4 Site Access ........................................................................................................ 6-4

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6.4.1 Visitors .................................................................................................. 6-5

6.4.2 Entry and Exit ....................................................................................... 6-5

6.5 Assessing the Risk ............................................................................................ 6-5

6.5.1 Water .................................................................................................... 6-5

6.5.2 Rest Areas ............................................................................................ 6-5

6.5.3 Rest Breaks .......................................................................................... 6-5

6.5.4 Work during Cooler Parts of Day ......................................................... 6-5

6.5.5 Clothing ................................................................................................. 6-6

6.5.6 What to Do in Case of Heat Stress ...................................................... 6-6

6.6 Biological Hazard Site Management ................................................................. 6-6

6.6.1 Presence of Non KNKT Personnel on Site .......................................... 6-7

6.6.2 Training and Education ........................................................................ 6-7

6.6.3 Initial Site Assessment ......................................................................... 6-7

6.6.4 After the Initial Assessment .................................................................. 6-8

6.6.5 Entering and Exiting the Contaminated Area or Site ........................... 6-8

6.6.6 Site Entry Procedures .......................................................................... 6-9

6.6.7 Site Exit Procedures ........................................................................... 6-10

6.6.8 Personal Disinfection and Decontamination ...................................... 6-11

6.6.9 Exposure Incidents ............................................................................. 6-12

6.7 Composite Fiber Materials Management in Accident Site .............................. 6-12

6.7.1 Initial Actions at the Carbon Fiber Accident Site ............................... 6-13

6.7.2 Contaminated Area Boundary ............................................................ 6-13

6.7.3 Burnt Carbon Composite Fiber Materials and Personal Protection .. 6-14

6.7.4 Tools and Equipment ......................................................................... 6-15

6.7.5 Exposure to Composite Fibers ........................................................... 6-15

6.7.6 Transporting Composite Fiber Parts as Evidence ............................. 6-15

7 REMOTE SITES ............................................................................................................ 7-1

7.1 Decision to Go on Site Investigation ................................................................. 7-1

7.2 Before Proceeding to Remote Site .................................................................... 7-1

7.2.1 Report to Head Office of Visit to Remote Site ..................................... 7-1

7.2.2 Role of Site Safety and Security Coordinator in Remote Site ............. 7-1

7.2.3 First Aid ................................................................................................. 7-2

7.2.4 Communications ................................................................................... 7-2

7.2.5 Transportation ...................................................................................... 7-2

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7.3 At the Remote Site............................................................................................. 7-3

7.3.1 Shelter and Sanitation .......................................................................... 7-3

7.3.2 Food and Water .................................................................................... 7-3

7.4 Further Considerations for Remote Sites .......................................................... 7-3

8 MANAGING THE WRECKAGE .................................................................................... 8-1

8.1 Wreckage Removal ........................................................................................... 8-1

8.2 Minimizing the Risk ............................................................................................ 8-1

8.3 Transport of Wreckage ...................................................................................... 8-2

8.3.1 Prerequisite .......................................................................................... 8-2

8.3.2 The UN Dangerous Goods System ..................................................... 8-2

8.3.3 Dangerous Goods Containers.............................................................. 8-3

8.3.4 Notify Consignee .................................................................................. 8-3

8.4 Special Situations .............................................................................................. 8-3

9 APPENDICES ............................................................................................................... 9-1

9.1 MOUNTAINOUS ILLNESS ................................................................................ 9-1

9.2 GLOVE SELECTION AND USAGES ................................................................ 9-5

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GLOSSARY

When the following terms are used in this guideline, they have the following meanings:

Accident: An occurrence associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time as it comes to rest at the end of the flight and the primary propulsion system is shut down, in which:

a) A person is fatally or seriously injured as a result of:

1) being in the aircraft, or

2) direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or

3) direct exposure to jet blast,

except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or

b) The aircraft sustains damage or structural failure which:

1) adversely affects the structural strength, performance or flight characteristics of the aircraft, and

2) would normally require major repair or replacement of the affected component,

except for engine failure or damage, when the damage is limited to a single engine, (including its cowlings or accessories), to propellers, wing tips, antennas, probes, vanes, tires, brakes, wheels, fairings, panels, landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes), or for minor damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strike (including holes in the radome); or

c) the aircraft is missing or is completely inaccessible.

Note 1 – For statistical uniformity only, an injury resulting in death within thirty days of the date of the accident is classified as fatal injury

Note 2 – An aircraft is considered to be missing when the official search has been terminated and the wreckage has not been located

Note 3 – Guidance for the determination of aircraft damage can be found in KNKT Investigation Guideline.

Accident Investigation Authority: The authority designated by a State as responsible for aircraft accident and incident investigations within the context of this guideline

Accredited Representative: A person designated by a State, on the basis of his or her qualifications, for the purpose of participating in an investigation conducted by another State. Where the State has established an accident investigation authority, the designated accredited representative would normally be from that authority.

Adviser: A person appointed by a State, on the basis of his or her qualifications, for the purpose of assisting its accredited representative in an investigation.

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Aircraft: Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth surface.

Blood: The red fluid that circulates in the heart, arteries, capillaries and veins of vertebrate animal carrying nourishment, oxygen and carbon dioxide from the tissues of the body and bringing away waste products from all parts of the body Human blood, blood components and products made from human blood. This also includes tissue and bone.

Blood-borne pathogen: Micro-organisms present in human blood that can cause disease in humans. These pathogens include but are not limited to the Hepatitis B virus (HBV) and the human Immunodeficiency virus (HIV).

Contaminated: The presence or the reasonably anticipated presence of blood or other potentially infectious materials on an item, surface, or ground.

Contaminated laundry: Laundry which has been soiled with blood or other potentially infectious materials.

Contributing Factors: Actions, omissions, events, conditions, or a combination thereof, which, if eliminated, avoided or absent, would have reduced the probability of the accident or incident occurring, or mitigated the severity of the consequences of the accident or incident. The identification of contributing factors does not imply the assignment of fault or the determination of administrative, civil or criminal liability.

Directorate General of Civil Aviation: The Indonesia governmental entity that are directly responsible for the regulation of all aspects of civil air transport, technical (i.e. air navigation and aviation safety) and economic (i.e. the commercial aspects of air transport).

Dynamic assessment: Factors associated with the specific accident – accident location, specific details of damage sustained, occupants, cargo, fuel load, time of day, etc. that are used to generate an indication of the risk existing at a specific point in time.

Emergency services personnel: personnel of emergency agencies include fire-fighting, airport rescue and fire-fighting and national search and rescue agency (BASARNAS).

Engineering controls Methods of controlling employee exposures by modifying the source or reducing the quantity of contaminants released into the workplace environment.

Exposure incident: A specific eye, mouth, mucous membrane, non-intact skin or parenteral (below skin) contact with blood or other potentially infectious materials during the performance of duties.

Flight recorder: Any type of recorder installed in the aircraft for the purpose of complementing accident/incident investigation. The flight recorder includes Automatic Deployable Flight Recorder (ADFR), a combination flight recorder installed on the aircraft which is capable of automatically deploying from the aircraft.

Generic assessment: Background information available to all to assist with considering what hazards are likely to be present – aircraft type, age, modification standard, operating category, typical damage, pre-identified hazards, sampling and analysis data. Enables organizations to plan and prepare, train and establish levels of support equipment.

Hazard: Any condition, object or activity potentially causing injury to personnel, equipment or structural damage, material loss, or lack of ability to perform a function.

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Incident: An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation.

Investigation: A process conducted for the purpose of accident prevention which includes the gathering and analysis of information, the drawing of conclusions, including the determination of causes and/or contributing factors and, when appropriate, the making of safety recommendations.

Investigator: A person on the basis of his or her qualification and competency to conduct transportation safety investigation. In this guideline, investigator is KNKT investigator unless otherwise specified.

Investigator-in-Charge: A person charged, on the basis of his or her qualifications, with the responsibility for the organization, conduct and control of an investigation.

Komite Nasional Keselamatan Transportasi (KNKT): Indonesian accident investigation authority that is independent from State aviation authorities and other entities that could interfere with the conduct or objectivity of an investigation.

Major Accident: Investigation into an accident involving a large aircraft and usually involving fatalities. The major accident may potentially increases the complexity of investigation with regards to media interest or political issue, number institution involves, or status of occupants involves as crew or passengers.

Maximum mass: Maximum certificated take-off mass.

Operator: A person, organization or enterprise engaged in or offering to engage in an aircraft operation.

Occupational exposure: Reasonably anticipated contact with blood or other potentially infectious materials during the performance of duties.

Pathogen: Pathogens are disease-causing viruses, bacteria, and parasites that are present in the human blood or other body fluids of infected persons.

Response personnel: Trained individuals responding to a distress by performing search and rescue functions, providing initial medical assistance, medical evacuation and recovery to a place of safety, through the use of public and private resources.

Risk: The assessment, expressed in terms of predicted probability and severity, of the consequence(s) of a hazard taking as reference the worst foreseeable situation.

Rocket-deployed: Emergency parachute system. Whole aeroplane emergency parachute systems.

Safety: Safety is the state in which the risk of harm to persons or of property damage is reduced to, and maintained at or below, an acceptable level through a continuing process of hazard identification and risk management.

Safety recommendation: A proposal of an accident investigation authority based on information derived from an investigation, made with the intention of preventing accidents or incidents and which in no case has the purpose of creating a presumption of blame or liability for an accident or incident. In addition to safety recommendations arising from accident and incident investigations, safety recommendations may result from diverse sources, including safety studies.

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Serious incident: An incident involving circumstances indicating that there was a high probability of an accident and associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time as it comes to rest at the end of the flight and the primary propulsion system is shut down.

Serious Injury: An injury which is sustained by a person in an accident and which:

a. requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or

b. results in a fracture of any bone (except simple fractures of fingers, toes or nose); or

c. involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or

d. involves injury to any internal organ; or

e. involves second or third degree burns, or any burns affecting more than 5 per cent of the body surface; or

f. involves verified exposure to infectious substances or injurious radiation.

Toxic: Relating to or containing a poison or toxin.

Universal precautions: All human blood and body fluids are treated as if containing HBV, HIV and other blood-borne pathogens.

Vaccination: Inoculation with a vaccine to provide immunity against a disease.

Work practice controls: Procedures for carrying out specific tasks which, when followed, will ensure that workers’ exposure to hazardous situations, substances and physical agents is controlled by the manner in which the work is carried out.

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LIST OF ACRONYMS

The following abbreviations are used throughout this guideline:

AIA : Aircraft Investigation Authority

ARFF : Airport Rescue Fire Fighting

ATS : Air Traffic Services

BASARNAS : Badan SAR Nasional (National Search and Rescue Agency of Indonesia)

BATAN Badan Tenaga Atom Nasional (National Nuclear Energy Agency of Indonesia)

CASR : Civil Aviation Safety Regulation

CFRP Carbon Composite Fiber Polymer

CVR : Cockpit Voice Recorder

FDR : Flight Data Recorder

FPBR : Fan-supplied Positive-pressure Breath-responsive Respirator

GFRP : Glass Fiber Reinforced Plastics

GPS : Global Positioning System

HBIG : Hepatitis B Immune Globulin

HIV/AIDS : Human Immuno-Deficiency Virus/ Acquired Immune Deficiency Syndrome

ICAO : International Civil Aviation Organization

IIC : Investigator-in-Charge

kg : Kilogram

KNKT : Komite Nasional Keselamatan Transportasi (National Transportation Safety Committee)

MSDS : Material Safety Data Sheet

PPE : Personal Protective Equipment

PVC : Polyvinyl Chloride

ROV : Remotely Operated Vehicles

SCBA : Self-Contained Breathing Apparatus

SPF : Sun Protection Factor

STD : Sexually Transmitted Diseases

ULB : Under Water Locator Beacon

UV : Ultra Violet

WHO : World Health Organization

WHS : Work health and Safety

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1 WORK HEALTH AND SAFETY

1.1 General

Working at aircraft accident sites has the potential to expose investigators, and all other personnel, to a wide range of health and safety hazards. These hazards, generated by the damage to structures, systems, components and aircraft contents, will be variable in nature and will themselves be influenced by the factors associated with the accident scenario, e.g. location, weather conditions, environment, security, etc.

To protect investigation and search and other personnel requires the application of a system of safety management that identifies the hazards present, determines levels of exposure, assesses the risks posed, and introduces effective measures to eliminate or control exposure. Given the unpredictable character of air accidents, the task of applying an effective safety management system can be both demanding and complex.

Although this guideline discusses many of the hazards of transport accident investigation, it does not cover all of them nor are those that are covered necessarily covered in complete detail. The information provided is designed to stimulate discussion and research by investigation staff into possible hazards.

This guidance in this guideline represents best practice methods for minimizing or eliminating the risk of harm caused by a variety of investigation specific hazards. The guidelines should therefore be followed by all KNKT personnel engaged in an investigation, personnel of other State, and Government organizations staff that have been placed under the control of KNKT for performing duties and tasks associated with an investigation and all other persons such as civil police, media etc. that have been permitted access to investigation sites by the KNKT.

1.2 Legislation

1.2.1 Indonesia Law number 1 of 1970

Indonesia Law number 1 of 1970 (Safety at Workplace).

Pasal 3

1. Dengan peraturan perundangan ditetapkan syarat-syarat keselamatan kerja untuk :

Article 3

1. The act establish the requirements of safety at workplace is to:

a. Mencegah dan mengurangi kecelakaan;

a. Prevent and minimize accident;

b. Mencegah, mengurangi dan memadamkan kebakaran;

b. Prevent, minimize and extinguish fire accident;

c. Mencegah dan mengurangi bahaya peledakan;

c. Prevent and minimize explosion;

d. Memberi kesempatan atau jalan menyelamatkan diri pada waktu kebakaran atau kejadian-kejadian lain yang berbahaya;

d. Provide opportunity or escape route in the case of fire or any other dangerous events;





e. Memberi pertolongan pada kecelakaan;

e. Provide assistant to an accident;

f. Memberi alat-alat perlindungan diri pada para pekerja;

f. Provide personal protective equipment to the workers;

g. Mencegah dan mengendalikan timbul atau menyebar luasnya suhu, kelembaban, debu, kotoran, asap, uap, gas, hembusan angin, cuaca, sinar radiasi, suara dan getaran;

g. Prevent and control the generation or dissemination of temperature, humidity, dust, dirt, smoke, vapour, gas, wind blowing, weather, radiation, noise and vibration;

h. Mencegah dan mengendalikan timbulnya penyakit akibat kerja baik physik maupun psychis, peracunan, infeksi dan penularan;

h. Prevent and control the generation of disease or sickness in the workplace, physical or mental; poisonous, infection and spreading

i. Memperoleh penerangan yang cukup dan sesuai;

i. Sufficient lighting;

j. Menyelenggarakan suhu dan lembab udara yang baik;

j. Provide decent temperature and humidity;

k. Menyelenggarakan penyegaran udara yang cukup;

k. Provide sufficient air refreshment;

l. Memelihara kebersihan, kesehatan dan ketertiban;

l. Maintain cleanness, health and order;

m. Memperoleh keserasian antara tenaga kerja, alat kerja, lingkungan, cara dan proses kerjanya;

m. synchronization between the worker, tools, environment, and working process;

n. Mengamankan dan memperlancar pengangkutan orang, binatang, tanaman atau barang;

n. Safe and smooth transportation of people, animal, plant, or goods;

o. Mengamankan dan memelihara segala jenis bangunan;

o. Maintain and protect buildings;

p. Mengamankan dan memperlancar pekerjaan bongkar muat, perlakuan dan penyimpanan barang;

p. Safe and smooth loading/unloading process, handling and storage of goods;

q. Mencegah terkena aliran listrik yang berbahaya;

q. Prevent electrical shock;

r. Menyesuaikan dan menyempurnakan pengamanan pada pekerjaan yang bahaya kecelakaannya menjadi bertambah tinggi.

r. Improve the safety of work in high risk environment;





2. Dengan peraturan perundangan dapat dirubah perincian seperti tersebut dalam ayat (1) sesuai dengan perkembangan ilmu pengetahuan, teknik dan teknologi serta pendapatan-pendapatan baru di kemudian hari.

2. By another act, the descriptions stated on (1) may be amended to suit the development of science, methodology, technology and new opinions in the future

Pasal 4

1. Dengan peraturan perundangan ditetapkan syarat-syarat keselamatan kerja dalam perencanaan, pembuatan, pengangkutan, peredaran, perdagangan, pemasangan, pemakaian, penggunaan, pemeliharaan dan penyimpanan bahan, barang, produk teknis dan aparat produksi yang mengandung dan dapat menimbulkan bahaya kecelakaan.

Article 4

1. The act determine the requirements of safety at workplace on the planning, developing, transporting, distribution, trading, installation, usage, maintenance and storage of material, goods, product and part of production which contain and may create accident potential

2. Syarat-syarat tersebut memuat prinsip-prinsip teknis ilmiah menjadi suatu kumpulan ketentuan yang disusun secara teratur, jelas dan praktis yang mencakup bidang konstruksi, bahan, pengolahan dan pembuatan, perlengkapan alat-alat perlindungan, pengujian dan pengesyahan, pengepakan atau pembungkusan, pemberian tanda-tanda pengenal atas bahan, barang, produk teknis dan aparat produk guna menjamin keselamatan barang-barang itu sendiri, keselamatan tenaga kerja yang melakukannya dan keselamatan umum

2. The requirements contain the principals of technical sciences and collected to become set of regulations which arranged orderly, clear and simple which includes area of development, material, processing and manufacturing protective equipment, testing and certification, packing, and identification of material, goods, technical product, and component of product to ensure the safety of the product, workers and public

3. Dengan peraturan perundangan dapat dirubah perincian seperti tersebut dalam ayat (1) dan (2); dengan peraturan perundangan ditetapkan siapa yang berkewajiban memenuhi dan mentaati syarat-syarat keselamatan tersebut

3. By another act, the detail of the requirements as stated in (1) and (2) may be emended and by the regulation shall be determined the person required to conduct those requirements





Pasal 5

1. Direktur melakukan pelaksanaan umum terhadap Undang-undang ini sedangkan para pegawai pengawas dan ahli keselamatan kerja ditugaskan menjalankan pengawasan langsung terhadap ditaatinya Undang-undang ini dan membantu pelaksanaannya

Article 5

1. The director shall conduct the general requirements stated in this act, and the supervisor and safety experts shall supervise and assist the conduct of this act

2. Wewenang dan kewajiban direktur, pegawai pengawas dan ahli keselamatan kerja dalam melaksanakan Undang-undang ini diatur dengan peraturan perundangan

2. The obligation and responsibility of the director, supervisor and safety experts in conducting of this act will be regulated by other legislation

3. Direktur melakukan pelaksanaan umum terhadap Undang-undang ini sedangkan para pegawai pengawas dan ahli keselamatan kerja ditugaskan menjalankan pengawasan langsung terhadap ditaatinya Undang-undang ini dan membantu pelaksanaannya

3. The director shall conduct the general requirements stated in this act, and the supervisor and safety experts shall supervise and assist the conduct of this act

4. Wewenang dan kewajiban direktur, pegawai pengawas dan ahli keselamatan kerja dalam melaksanakan Undang-undang ini diatur dengan peraturan perundangan

4. The obligation and responsibility of the director, supervisor and safety experts in conducting of this act will be regulated by other legislation

1.2.2 Peraturan Pemerintah (Government Decree).

Government Decree number 19 of 1994 (Processing Hazardous and Poisonous Waste).

Pasal 1

1. Limbah bahan berbahaya dan beracun, disingkat limbah B3, adalah setiap limbah yang mengandung bahan berbahaya dan/atau beracun yang karena sifat dan/atau konsentrasinya dan/atau jumlahnya, baik secara langsung maupun tidak langsung dapat merusak dan/atau mencemarkan lingkungan hidup dan/atau dapat membahayakan kesehatan manusia;

Aericle 1

1. The waste of hazardous and poisonous substance or B3, is all waste which contain hazardous and/or poisonous substance which contain and/or concentration and/or amount which directly or indirectly may damage and/or pollute the environment and/or endanger public health

1.2.3 Civil Aviation Safety Regulation Part 830





830.4 Protection of evidence, custody and removal of aircraft

b. Regional Office, Aircraft Operator, Airport Operator where the accident or serious incident of civil aircraft occurs or Security Apparatus if accident or serious incident occurs outside the airport area, shall:

1) Protect aircraft personnel and passengers;

2) Protect the evidence to prevent actions that can change the position or damage of the aircraft, its contents, and any other evidence.

1.3 KNKT Policy

Refer to the current Indonesia regulations it is the KNKT responsibility to provide protection to all KNKT personnel and other personnel assisting the investigation while performing their duty including on-site investigation.

The act also stated the responsibility on employees to contribute to their own safety. Employees are required to take all reasonable steps to ensure their own safety while in the workplace. This requirement extends to the use of protective safety equipment when provided and maintenance of that equipment to ensure that they remain in a useable condition.

The Act relates not only to the workplaces but to:

a. Any materials, stores or equipment in the workplace

b. Suppliers of any materials, stores or equipment to the workplace.

Any contractor carrying out functions in the workplace is also liable under the Act.

It is KNKT policy to ensure the safety of the investigator and any other personnel participate in the KNKT investigation site by provides training, sufficient personal protective equipment and supervision.

_ _ _ _





2 WORK HEALTH INFORMATION

2.1 Eating and drinking precautions

This topic provides information on the need for clean water and guidelines for disinfecting water and to be able to eat safely means that may have to delay to eat or maybe better to miss a meal through choice rather than through illness.

It is wise to select restaurant which have clean on overall appearance and clean kitchen. Personal and equipment hygiene is important. Most germs are killed through cooking. Meat, rice or vegetables, which are hot all the way through, are safest. If your food is eaten immediately after cooking, germs have no time to multiply. Food cooked in advance and left to sit at room temperature is a common cause of food poisoning.

When purchasing water, always check the safety seal on the bottle. Many locals might refill old bottles and then sell them as new stock.

Beer, wine and carbonated drinks are safe. Do not have ice in these drinks, as the amount of alcohol present is usually not sufficient to kill germs. Milk drinks should always be canned. Never drink fresh unpasteurized milk. When drinking bottled water, avoid drinking directly from the bottle as your mouth will touch the dirty sides—try to use a straw or pour the contents into a clean cup if they are available.

2.2 Clean Water

Clean water is fundamental to good health both while travelling and at home.

Use clean and safe water for washing food or cleaning wounds. Bottled water is usually readily available and convenient. It is safe, provided it is bottled by a reputable source.

If necessary, however, you can disinfect your own water. One method of disinfecting your own water is by boiling. Boiling water for one minute will ensure water is safe to drink, even at altitude. For every 300 meters of altitude, water boils at 1 degree Celsius less—for example, at 3000 meters (10,000 feet) water boils at 90 degree Celsius. This is still adequate to kill cysts, bacteria, parasites and viruses, and prevent gastroenteritis. The time bringing the water to the boil and cooling afterwards is an important part of the purifying process. Heat is a simple, time honored, one-step method for ensuring safe water.

2.3 Chemical Disinfection

Another method for disinfecting your own water is chemical disinfection.

Chemical disinfection of water using iodine is more reliable than chlorine or silver. Chlorine disinfection may fail if water is heavily contaminated. Silver treatment is not active against worm eggs, amoeba or viruses.

Iodine has been used continuously for up to three years in adults with no ill effects, but some authorities recommend a maximum of six months of continuous use. Iodine is not recommended for persons with known iodine allergy, unstable thyroid disease, or for more than three weeks in pregnant women. Iodine tablets alone may be acceptable only for high quality source water—for example, from hotel taps.





Note 1 – To make treated water taste better after disinfection time is completed, you may add a pinch of vitamin C powder or the usual quantity of drink flavoring.

Note 2 – Iodine tablets will only last six months after opening the bottle provided the bottle remains capped. Tablets must be stored away from excess heat or moisture.

Note 3 – Due to the time taken to carry out the steps above, a commercially - produced water purifier may be an alternative, particularly for long investigations when reliable water supplies are not available. Different models and sizes are available to purify even the most heavily contaminated water. They incorporate filters, iodine and de-tasting agents.

Note 2 – Once you have secured a clean source of drinking water:

a. Never place clean water in a contaminated container.

b. Drink out of clean cups.

c. Carry some drinking straws.

2.4 Dehydration

Dehydration is a common problem and it is relatively easy to dehydrate in tropical countries where the weather is hot and the water is unsafe.

If you wait until you are thirsty, it is often too late.

The best way to ensure you do drink plenty of water is to always have safe water on hand. The following hints may be helpful:

a. Every morning buy or treat one or two large bottles of water and put them in your daypack or bag

b. Take frequent breaks when working and drink water during these breaks

c. If the water is easily accessible you will drink more.

Note – Daily water requirement for normal human is 2.5 – 3 liters per day1, therefore the investigator should consider the requirement of water supply preparation during the course of site investigation.

2.5 Malaria Precautions

Worldwide, malaria is responsible for more than four million deaths annually. The risk of acquiring malaria depends on the number of local people carrying the parasite, and the types of mosquitoes found in the area. In Indonesia, especially Papua is the endemic area of malaria.

There is no commercially available vaccine to safely guard against malaria infection. Due to their being no effective vaccine the first line of defense is prevention rather that cure.

There are three important factors in preventing malaria:

a. Minimize the chances of being bitten.

b. If prescribed, take your pills regularly.

c. See a doctor immediately if you develop a fever.

1 WHO Technical Note 9 on drinking-water, sanitation and hygiene in emergencies





Regardless of whether you need medication for malaria or not, mosquito avoidance is vital as local mosquitoes may carry other health problems such as dengue fever, Ross River virus or even Japanese encephalitis.

2.5.1 Behavior Pattern of the Mosquito

Malaria is caused by a small parasite called a plasmodium. It is carried in the bite of the anopheles species of mosquito. The behavior pattern of this mosquito has been well documented. The blood meal is usually taken between dusk and dawn with peak biting at about 9:00pm. Occasionally, in densely shaded forested areas or the dark interiors of houses, biting occurs during the day.

A number of stimuli attract the mosquito to the human or animal host. These include color, smell, temperature and moisture. Some individuals are more susceptible to mosquito bites than others. Exactly why this is so is not understood.

2.5.2 Risk of Contacting Malaria

The risk of contracting malaria during travel varies occasionally.

In South East Asia including Indonesia, the normal traveler spends most of his time in resorts or urban areas. This is not the case with the transport safety investigator. Travel to an accident site that is located in a rural area is most likely to be done during the day and the traveller returns to the urban areas at night. In these cases the risk is lower however this is not a case to let down your guard.

2.5.3 Controlling and Repelling Mosquitoes

One of the most common chemicals used in the control of mosquitoes is Permethrin.

Permethrin is a synthetic pyrethroid contact insecticide and comes in either liquid or powder form. The naturally-occurring organic insecticide is pyrethrum, from the flowers of Chrysanthemum cineraria folium. (The natural version is used in mosquito coils and vaporizing mats.)

Permethrin is non-staining and odorless, acting through contact with the insect. It is not a repellent, but actually kills insects that come into contact with material treated with permethrin. It is most common use is in the treatment of timber, industrial and domestic buildings, aircraft, fabrics and clothing.

Permethrin can be used to treat clothing and other materials such as mosquito nets and sleep sheets. A relatively small amount of permethrin (20 milliliters), diluted in calculated volumes of water, can treat a considerable amount of clothing. For exact coverage refer to the instructions with the Permethrin when purchased. It will take time to treat clothing and other materials so this type of protection is not likely for rapid deployment investigations.

Permethrin is not classified as hazardous. It is biodegradable and can be safely disposed of in appropriate landfill areas. However, care must be taken to ensure that residual material does not contaminate waterways or other aquatic areas as permethrin is toxic to fish.

For humans, permethrin has very poor skin absorption, but if absorbed, is rapidly metabolized and eliminated. Permethrin has very low acute toxicity. Initial studies have found side effects from absorbed permethrin are very rare.





A temporary, mild skin irritation has been reported in a small number of cases. No serious or long lasting effects have been reported from the use of permethrin however, dilution and application of concentrated permethrin should be done wearing protective gloves.

2.5.4 Insect Sprayer

The most common mosquito killer available in the market in Indonesia is insect sprayers. It classified as insecticide. It is may intoxicate to human. It contains petroleum distillates, d-phenothrin, prallethrin. As far as possible, do not use this product unless there is no other option.

The symptom of intoxicated such as dizzy, lots of sweat, breathing hard or stomach cramps.

Instruction on the container should be followed.

a. Avoid contact with skin, eyes or mucous membrane;

b. Spray your room and close it for at least 20 minutes. Do not stay inside the room after being sprayed;

c. Wash the hands thoroughly after handling;

d. Do not apply to any foodstuff, drink, dishes or utensil;

e. Do not inhale;

f. Do not apply to human, animal or pets;

g. Do not store on heat or close to open flame. The container may burst at 54°C;

h. Store it to unreachable place by children;

i. Do not forcibly puncture, open or damage the container;

j. Do not dispose until the container is completely empty.

When any indication of intoxicated, the first aid is as follows:

a. If in eye or skin: flush with plenty of water, if irritation persist, seek medical attention;

b. If ingested, do not induce vomiting, seek medical attention;

c. If hard to breath, move to fresh air.

2.5.5 Insect Repellent

The most effective insect repellent for mosquitoes is which contains DEET (N-N-diethyl-m-toluamide). This repellent is effective for various forms of mosquitoes. It should be applied after bathing and before exposure to areas where the mosquito risk is high.

2.6 Sexually Transmitted Diseases

Sexually transmitted diseases (STDs) occur everywhere.

Their prevalence in many countries is often grossly under-reported, and any person who is likely to be sexually active must be aware of the precautions necessary if they wish to avoid these illnesses.

There are some well-known ones, such as Herpes. There are some that may now be very resistant to standard antibiotics, like syphilis, gonorrhoea or Chlamydia.





Some virus infections may be conveyed by infected blood as well as by sexual contact such as Hepatitis B, Hepatitis C and HIV/AIDS (Acquired Immune Deficiency Syndrome).

AIDS is caused by the HIV (Human Immuno-Deficiency Virus) which destroys cells in the body immune system which normally protect against disease, and so cripples the body defense system. This means the body can no longer fight against certain infections, and some forms of cancer.

Precautions

Sexually transmitted diseases are a serious problem in some countries, however, the following precautions should be observed to reduce the likelihood of contracting an STD:

a. Avoid casual and oral sex. Sex workers may carry sexually transmitted diseases but it is not only sex workers that carry the disease.

b. Any penetrative sexual act must be performed using a condom. Every person, male or female, who may be involved in casual sex, should carry condoms with him or her.

c. Never use needles in syringes previously used by others.

d. Never use another person razor, shaver or toothbrush.

e. Never allow to be tattooed or have any parts of the body pierced for earrings or nose studs in a place that cannot be guarantee the sterilized material.

2.7 Motor Vehicle Travel

Motor vehicle accidents are the most common cause of death or injury in just about every country that use motor vehicles as a mode of transport. In Indonesia thousands of people died in motor cycle accident every year.

Operational motor vehicle will be provided by KNKT for transporting the investigator to and from the accident site. When the accident site is reachable by motor vehicle from Jakarta, a driver will also be provided to reduce the workload of the investigator.

When no driver is available and one of the participants to the investigation has to drive, it has to be concluded as duty. The physical and mental condition should be considered.

2.7.1 Precautions

The roads may be good but they are filled with many large trucks, buses, motorbikes, cars and careless pedestrians and drivers. Some precautions to take include the following:

a. Always choose the safest vehicle, open trucks and overloaded buses may be hazardous.

b. Rent a bigger car and, if possible, choose one with seatbelts and airbags.

c. Rent from a reliable company and try to get one with automatic transmission so there is less to worry about while driving in unfamiliar surroundings.

d. Always wear your seat belt.





2.7.2 Travelling to Site

The IIC should not be the designated driver when travelling to an accident site. The IIC will usually be occupied with aspects of the investigation. This can lead to distractions with possibly dangerous consequences. Other investigators should be tasked with the driving so that the IIC can, if required, tend to aspects of the investigation while travelling.

2.8 Jet Lag and Time Zone Changes

2.8.1 Preparation

The simplest way to beat the effects of jet lag is to break your journey, if possible.

Beginning your journey tired will increase the effect of any jet lag symptoms that you may suffer, so start your journey well rested. Two good night sleep before departure is ideal however, this may not be possible due to the nature of the investigation task.

You will also need to be ruthless when packing, since excess luggage is a health hazard, and can lead to strained backs and nerves. Ensure that your suitcase has wheels, or your pack is comfortable, and check that your carry- on luggage is regulation size and will not cramp your available leg space.

Your hand luggage should include passport, tickets, traveller check, credit cards, foreign cash, vaccination book, medical supplies including your usual prescription medicines, eye glasses or contact lenses, and toiletries.

An eye mask and travel pillow will ensure a more comfortable sleep in transit.

2.8.2 Travelling

On the day of travel wear comfortable clothes and roomy, comfortable shoes.

When you have boarded the plane, get up and walk around every hour or so, and drink plenty of water to avoid dehydration. Alcohol and food should be consumed in moderation if at all.

2.8.3 On Arrival at Destination

On arrival at your destination, try to have a walk in the sunshine, and eat and sleep at the 'right' time in the new country to get your body clock into rhythm with local conditions.

Your body uses three signals to set your body clock:

a. Daylight;

b. Meal times;

c. Sleep times.





2.9 Traveller Diarrhea

Traveler diarrhea is a descriptive term for diarrhea in travellers, regardless of the cause. The presentation of traveller diarrhea is highly variable. Generally the illness presents with diarrhea, which lasts for about three to five days. The symptoms may be limited to watery diarrhea but occasionally there may be a dysentery-like illness, with additional symptoms of bloody diarrhea and/or fever. Other symptoms include abdominal cramping and vomiting. Traveller diarrhea is a potent cause of dehydration and a potentially serious illness in infants and very young children.

The management of traveller diarrhea comprises elements of prevention and treatment.

2.9.1 Causes

Traveller diarrhea can be caused by a variety of germs and treatment depends on the nature, severity and duration of the symptoms. About 50 to 75% of cases are due to bacterial infection caused by E-coli bacteria.

When there are symptoms of fever and bloody diarrhea, then the illness may have resulted from infection by other bacterial causes or other infectious agents.

Viruses may be suspected if vomiting is the predominant symptom. Symptoms of diarrhea lasting more than two weeks suggest protozoal causes, such as Giardia, or less frequently, cryptosporidial or amoebic organisms, particularly when people have been travelling in less developed countries for periods of more than two weeks

2.9.2 Prevention

The main pathway of transmission of infection of traveller diarrhea is from infected or contaminated food and water.

Prevention primarily includes a range of measures related to food selection and consumption when travelling in lesser-developed countries as well as taking particular care with water sources and drinks consumed in high-risk locations.

2.9.3 Treatment

Many cases of traveller diarrhea are mild, of short duration and require no active treatment. However many people with this illness may have marked diarrhea and distress. In addition, about 5 to 10% may present with dysentery and symptoms of bloody diarrhea and fever.

Decision making on the need for active medical treatment will depend upon severity of symptoms and the degree of inconvenience posed by the symptoms. The main areas for consideration of treatment are:

a. Oral rehydration.

b. Should anti-motility (anti-diarrhea) drugs be used?

c. Should antibiotic therapy by commenced?

d. What should be done if diarrhea persists?

The most important treatment for all travellers with diarrhea is to maintain adequate fluid intake, especially for young children, pregnant women, elderly travellers or those with certain existing medical diseases or disorders, where a sudden or sustained fluid loss may be a significant medical hazard.





2.9.4 Emergency Management of Diarrhea

The emergency management of diarrhea would include the following:

a. An adequate and appropriate fluid intake is always the first line of treatment.

b. Drinks containing alcohol and or caffeine should be avoided.

c. In children and pregnant women, anti-motility drugs and antibiotics are not recommended and the essential requirements of management are rehydration and seeking medical attention.

Supplies for preparing oral rehydration solutions, for example, commercial preparations such as Gastrolyte, are strongly recommended especially when travelling with young children.

2.10 Helicopter operations

The ability to vertical take-off and landing in any surface condition make the helicopter operation very useful during the course of any investigation mode. The investigator may utilize the helicopter to perform aerial photographic, terrain recognizance, search the aircraft crash site or rescue, this section provides general safety instructions regarding helicopter operations. Therefore, all investigator and KNKT personnel should be conversant with this subchapter.

2.10.1 Common use situations

Helicopter operations are generally associated with rugged terrain and remote areas. The most common situations for using helicopters include:

a. Travelling to and from the site;

b. Searching for wreckage and/or bodies;

c. Flying the flight path of the accident aircraft;

d. Removing wreckage and/or bodies;

e. Aerial survey of the accident site and surrounding area;

f. Investigator transfer.

Specific operators may have differing procedures for their particular operation. Where a difference exists between this section and a specific operator procedure, the specific operator procedure has primacy.

2.10.2 General Helicopter Safety Instructions

The following helicopter personal safety instructions should be followed:

a. Wear ear protection (ear protection is critical and earplugs are available to all investigator or KNKT personnel, additional eye and head protection is also recommended);

b. When being winched, wear eye goggles, not glasses as a form of protection;

c. Remove or secure hats, sunglasses or other loose items before approaching a rotors-running helicopter;

d. Never walk under a hovering helicopter unless required by the task at hand, for example, external load work or being hoisted using the helicopter winch;

e. Never duck under the tail boom of a helicopter;





f. Once cleared by the pilot or crew person, approach the helicopter only from the designated direction (usually the front)—NEVER approach a helicopter unless specifically cleared to do so by the pilot or operating crew, as the pilot may be about to adjust the helicopter position. Such clearance will usually be indicated by an obvious 'thumbs up' signal.

CAUTION – The investigators should be particularly aware of the risk of approaching a rotors-running helicopter when the helicopter is located on sloping ground, as the rotor blades may be lower to the ground than anticipated (in general, after attracting the pilot attention from a position clear of the rotor blades, expect to approach upslope towards the helicopter).

2.10.3 Temporarily Blindness

As helicopters can cause a large amount of dust and debris to be lifted from the ground, it is possible that persons can be temporarily blinded. If you are temporarily blinded, sit down on the ground where you are and wait for assistance to come to you.

A preventative measure for this type of blindness is to wear protective goggles (not glasses) that are issued to all investigators.

2.10.4 Approaching the Helicopter

When the engines and rotors of the helicopter are starting up or shutting down, they can flap up and down and the amount of clearance between the rotor disk and the ground is reduced.

When approaching the helicopter, first get the attention of the pilot or crew and the okay to enter the area of the rotor disk. Crouch slightly to allow extra room between the rotor and your head. Remove hats etc. and never chase a hat or other item that is blown away by the rotor downwash.

If carrying tools or equipment, carry them horizontally below waist level – NEVER upright or on the shoulder.

2.10.5 Leaving the Helicopter

Always leave the helicopter on the downward side of sloping ground.

If the helicopter cannot land for any reason and you have to leave the helicopter while in a hover, do so in a very cautious and controlled manner. Follow any instructions given by the pilot or crew.

CAUTION – Do not leave the helicopter without first getting the permission of the pilot to do so. To do so could cause the helicopter to become unstable and possibly crash.

2.11 Mountain Operation

Should the crash site occur in the mountainous area, KNKT will assess the feasibility to visit the crash site including the helicopter operation if possible. If KNKT decide that the site visit is not feasible, therefore KNKT will seek assistance from other agencies including Search and Rescue agency, military Army or other organization which have capability to reach the crash site to conduct data collection.





Mountain operation assessment should include terrain characterized by steep slopes, great variations in local relief, natural obstacles, and lack of accessible routes restricts mobility, drastically increases movement times, limits the effectiveness of some equipment and complicates supply operations.

The weather, variable with the season and time of day, combined with the terrain, can greatly affect mobility and tactical operations. Even under nonviolent conditions, operations in a mountainous environment may pose significant risks and dangers.

The mountain environment is complex and unforgiving of errors. The investigator conducting operations anywhere, even under the best conditions, become cold, thirsty, tired, and energy-depleted. In the mountains however, they may become paralyzed by cold and thirst and incapacitated due to utter exhaustion. Conditions such as high elevations, rough terrain, and extremely unpredictable weather require keen understanding. See Appendix of this guideline to deal with altitude effect, the mountain sickness, and how to anticipate.

A variety of characteristics and environmental conditions influence the type, prevalence, and severity of mountain illnesses and injuries. Due to combinations of these characteristics and conditions, the investigator often succumb to more than one illness or injury at a time, increasing the danger to life and limb. Three of the most common, cumulative, and subtle factors affecting the ability under these variable conditions are nutrition (to include water intake), decreased oxygen due to high altitude, and cold. Preventive measures, early recognition, and rapid treatment help minimize hazard due to these conditions.

The Investigator should prepare the base camp in the closest village (if available). One or more investigator should stay in the base camp to support the operation. The duty of this personnel mainly to communicate, coordinate and support during the emergency situation or any situation where the team in the crash site require assistance.

2.11.1 Mountain Operation Preparation

Investigation team should decide whether one day trip or overnight is required to go to the crash site. The duration of the trip will influence the logistic preparation. The mountain operation preparation should include as follows:

a. Information gathering,

Collect the location information as much as possible including map (topographical map is preferable), time to deploy (it is preferable to do the tracking in day light condition), weather information, local people environment. The source information from local people is important upon deployment to the crash site.

If other Accident investigation authority (AIA) is involved, ensure that the investigator coordinate team member properly since the team work is important during the trip.

The documentation of the crash site including initial picture taken during the search is important to determine subsequent preparation.





b. Environment Reconnaissance

Environment reconnaissance should include transportation availability. It is preferable to utilize the helicopter if available and the location is feasible for helicopter landing,

The track condition, evacuation route plan, closest local village, planned camping location (if overnight is required), animal population including wild animal, weather behavior, plantation and terrain condition should be considered during the trip,

c. Team Deployment

Selected team should in physical healthy condition, had minimum technical capability of mountaineering, easily adapting the environment condition and eager to conduct teamwork. Know your limit is key factor to decide further action.

d. Emergency Rescue

Should emergency condition is unavoidable, the rescue team should be prepared including if the team member cannot continue the trip the escort team should be prepared upon departure. Therefore, the investigator should prepare local people assistance sufficiently to encounter such condition.

Report to the local search and rescue agency is preferable to anticipate the situation. If possible, the trip may be accompanied by search and rescue personnel subject to the availability.

e. Equipment and logistic preparation

The equipment requirement is described in the subchapter mountain operation equipment and logistic. The logistic should be prepared sufficiently base on the reconnaissance result the duration of the trip.

2.11.2 Mountain Operation Equipment and Logistic

The equipment should include mountaineering equipment, navigation devices and accommodation equipment.

a. Mountaineering equipment

1) Personnel equipment

a) Back pack. Ensure the size is convenience for the investigator. Human body usually may capable to carry 1/3 of body weight.

b) Shirt (quantity of the shirt is depend on the duration of the trip. Overnight trip will require additional pieces). Long shirt is preferable during tracking. Along the trip, usually body will produce more sweat, so proper ventilated shirt should be consider.

c) Cargo pants including the belt

d) Jacket. Consider to utilize rain coat to anticipate the rain and wet condition. If overnight is required, the wind breaker or winter jacket is useful.

e) Jungle hat

f) Buff or similar head covering to prevent cold wind

g) Google or sunglasses as necessary





h) Gloves (consider heavy duty, protection and polar glove). Heavy duty glove is required during site examination, protection glove is useful during the tracking to protect torn and bushes, polar glove is useful during stay overnight to withstand the cold weather.

i) Shock minimum of two pairs and consider additional shock if necessary.

j) Shoes. Choosing the mountaineering shoes depend on the location. The shoes should lightweight and proper size to prevent injury. The size of the shoes can be upsize for the investigator convenience because during tracking, the blood may be highly circulated to the foot which creates bulging. The shoes may be made up of leather or synthetic but it

should water proof in any condition. Shoes component2 should include as follows:

(1) Upper booth is subject to the location and proper ventilated. Jungle and swamp condition will require high upper boot to cover the whole leg. Mountaineering condition require high upper boot to cover the ankle. Icing and snow condition will require up-wrap covering to prevent frost bite. The sandy location will require confine boot to prevent sand entering the foot that create injury during tracking.

(2) The midsole, should provide cushioning, buffers feet from shock and largely determines boot stiffness. Stiff boots might not a good thing, but for long hikes on rocky, uneven terrain they can mean greater comfort and stability. A stiff boot will not allow your foot to wear out by wrapping around every rock or tree root you step on. The most common midsole materials are ethylene vinyl acetate and polyurethane.

(3) The internal support.

The shanks internal support should have 3–5 mm thick inserts are sandwiched between a boots midsole and outsole to add load-bearing stiffness to the midsole. They vary in length; some cover the entire length of the midsole, while others only cover half.

The plate internal support usually thin, semi flexible inserts are positioned between the midsole and the outsole, and below the shank (if included). They protect feet from getting bruised by roots or uneven rocks.

(4) The outsoles

Rubber is used on all boot outsoles. Additives such as carbon are sometimes added to mountaineering boots to boost hardness. Hard outsoles increase durability but can feel slick if go you off trail.

The lug patterns are traction-giving bumps on the outsole. Deeper, thicker lugs (minimum of 2.5 – 3 cm) are used on mountaineering boots to improve grip. Widely spaced lugs offer good traction and shed mud more easily.

The heel brake should refer to the clearly defined heel zone that is distinct from the forefoot and arch. It reduces your chance of sliding during steep descents.

2 Refer to https://www.rei.com/learn/expert-advice/hiking-boots.html





(5) Crampon compatibility

Should the trip include icing or snow condition, the shoes should have capability of crampon attachment.

k) Multifunction knife

l) Headlamp

m) Personal nesting and cooking devices (if necessary)

n) Personal water container (bottle or flask)

o) Personal medication

p) Toiletries

q) Sleeping bag and mattress

2) Team equipment

a) Ropes

b) Harness including the carabineers, figure eight or other equipment as necessary.

c) Tent or other covering such as fly sheet, etc. subject to the quantity of team member.

d) Tools (e.g. simple tools (hammer, pliers and screwdriver), machete, axe, or other tools subject to the purposes).

e) Other equipment such as ice axe or other equipment should be consulted to the professional.

f) Evidence container or plastic bag as necessary

b. Navigation equipment

1) Map

2) Manual compass

3) GPS or other satellite positioning devices

4) Stationary

c. Communication device

1) Radio

2) Cellphone (if the network is available)

3) Satellite base communication

d. Logistic

Bring the logistic efficiently and properly planned subject to the duration of the trip and the team member. Water is most important thing but usually heavy in weight. Consider bringing the lightweight and ready to serve food. The investigator may asking the local people assistance to carry the water and logistic.





2.11.3 Conducting the Mountain Operation

Never walk or tracking alone and no one left behind. Should the camp (or overnight stay) is near to the crash site the Investigator should segregate the clean and dirty location to prevent contamination.

During the site visit, the investigator should conduct the operation effectively subject to the wreckage, hazardous material and other hazard resulting of the crash (refer to subchapter of the hazard at accident site).

Since the crash site could be difficult to reach, therefore, taking the information and data collection as much as possible is important. If the time is sufficient, take your time to determine how the crash happens.

The investigator should consider the part which requires to carry from the crash site such as FDR, CVR or other important part. See subchapter managing the wreckage as necessary.

2.11.4 Emergency situation

During the emergency situation, do not panic, keep calm and try to assess the situation.

If someone is injury, secure the area and try to control the situation. Uncontrolled situation may lead secondary result such us other injury or another emergency situation. First aid to the injury personnel should be conducted as soon as possible. Check disability of injury personnel through alertness, ability to verbal communication, the pain and body response If the personnel is unconscious examine the airway through the nose or mouth, check the breathing support and its circulation.

Try to communicate with the personnel who stay in the base camp to report the situation. Evacuate injury personnel as soon as possible.

2.11.5 End of Mountain Operation

Do not leave anything in the location. Keep the location clean of personnel belonging or trash. Trash may be buried under ground but not to burn. Secure the area and check whether any fire or other hazard prior leaving the location.

2.12 Water Operation

As soon as it has been determined that the wreckage is in water, efforts must be made to obtain the best technical expertise available. KNKT will call upon the services of the military and other agencies and resources with specialized expertise to ensure that the aircraft wreckage under water is found and recovered as necessary in a timely manner.

If the water is shallow (less than 60 m), professional divers can be effective for search and recovery of the wreckage; however, mapping of the wreckage using side-scanning sonar may need to be used to ensure the safety of the divers. If the wreckage is located in deep water, or conditions make it difficult to use divers, use of the following equipment may be considered:

a. underwater equipment (hydrophone) used to locate the Underwater Locating Beacons (ULB) on the flight recorders;

b. underwater videos and cameras;

c. side-scan sonar equipment; and





d. manned or unmanned submersibles (Remotely Operated Vehicles (ROVs).

Preservation of the aircraft wreckage should refer to Investigation Guidelines.

The investigator should prepare the base camp in the closest port or harbor (if available). One or more investigator should stay in the base camp to support the operation. The duty of this personnel mainly to communicate, coordinate and support during the emergency situation or any situation where the team in the crash site require assistance.

2.12.1 Water Operation Preparation

a. Information gathering,

Collect the location information as much as possible including map (nautical or maritime map is preferable), time to deploy and weather information including tidal and water current behavior.

If other Accident Investigation Authority (AIA) is involved, ensure that the investigator coordinate team member properly since the team work is important during the trip.

The documentation of the crash site including initial picture taken during the search is important to determine subsequent preparation.

b. Environment Reconnaissance

Environment reconnaissance should include ship availability. Meteorological visibility, wind, precipitation and water current behavior are important to conduct the operation.

c. Team Deployment

Selected team should in physical healthy condition. Some personnel maybe cannot withstand the water wave that created dizziness, headaches and vomiting. Team member should easily adapt the environment condition and eager to conduct teamwork. Know your limit is key factor to decide further action.

d. Emergency Rescue

Depending the size of water transportation (or ship), the crew member should aware of emergency situation and the ship should have sufficient medical support.

Should emergency condition is unavoidable the rescue team should be prepared in coordination with ship crew member.

Communication with the personnel in the port or harbor is required to describe the emergency situation. Report to the local search and rescue agency is preferable to anticipate the situation.

e. Equipment and logistic preparation

The equipment requirement is described in the subchapter water operation equipment and logistic. The logistic should be prepared sufficiently base on the reconnaissance result and the duration of the trip.





2.12.2 Equipment and logistic

If the FDR and CVR had not been found, the investigator should consider bringing the hydrophone equipment, underwater videos and cameras, side-scan sonar and manned or unmanned submersibles (remotely operated vehicles (ROVs), which requires special skill and handling.

If the operation requires more than one day operation, the personal equipment is necessary to be prepared. See subchapter personal equipment in mountain operation and adjust as necessary to adapt the water situation. The water shoe is preferable during the water operation.

If possible, for the purpose of diving emergency situation, the investigator can arrange the hyperbaric equipment onboard to the water transportation (or ship) otherwise, the fastest mean to evacuate the diver should be considered.

If the cabin is available in the water transportation (or ship) therefore the accommodation and food serving are unremarkable. The investigator should consider the duration of the trip and team member including the ship crew to determine the food and water availability in coordination with the ship crew.

2.12.3 Conducting Water Operation

If the FDR and CVR searching is required, the investigator should consider the searching technique to determine the location under water. The diver should be briefed to use the hydrophone equipment. Morning operation is preferable due to water current and tidal behavior. The Investigator should prepare of the diving hazard even the professional diver most probably aware the situation.

Divers face specific physical and health risks when they go underwater with scuba or other diving equipment, or use high pressure breathing gas. Some of these factors also affect people who work in raised pressure environments out of water, for example in caissons.

Decompression sickness and arterial gas embolism in diving are associated with certain demographic, environmental, and dive style factors. The potential risk factors are age, gender, body mass index, smoking, asthma, diabetes, cardiovascular disease, previous decompression illness, years since certification, dives in last year, number of diving days, number of dives in a repetitive series, last dive depth, nitrox use, and dry-suit use.

If the wreckage should be recovered, coordinating with the ship crew member or salvage agency to minimize hazard. In particular, consideration should be given to deflating tires and pressure containers as early as possible. Corrosion of magnesium wheel assemblies can progress rapidly to the extent that the wheel assemblies become safety hazards. Other pressure containers should be discharged as soon as their contents have been evaluated.

The operation of recovery equipment and the supervision of salvage personnel should be left to the salvage agency. If necessary, the Investigator should provide advice on how to attach cables, hooks, etc., to the wreckage to ensure that it is not unnecessarily damaged during the recovery.

When salvage barges, which are equipped with large machinery, hoists, cables, nets, rigging equipment, etc., are used, the Investigators should exercise caution and, in particular, should remain clear of equipment and sling loads.





2.12.4 End of Water Operation

The Investigator must ensure that remain wreckage under water will not lead any secondary hazard such as ship strand, environment damage, etc.

Should the evacuation of rescue the remaining wreckage is necessary, then the Investigator will provide necessary information to operator to coordinates with other agencies.





3 HAZARD AT ACCIDENT SITE

3.1 Hazardous Material

Hazardous materials jeopardize the health and safety of all personnel at the occurrence site and include but are not limited to the following substances:

a. Toxic;

b. Flammable;

c. Corrosive;

d. Radioactive;

e. Biological.

3.1.1 Expert Advice Required

When expert advice regarding dangerous goods is needed at the occurrence site, contact the state organization responsible for the provision of support. This is normally the state fire brigade. Arrangements for their attendance may be arranged through the police service or by contacting the fire service direct.

If it is suspected that the hazardous material is radioactive, please consult the specific directions listed in Radioactive Materials on subchapter 3.2 of this guideline.

3.1.2 Potential Hazards

The following are examples of potential hazards:

a. Explosion – explosion of a compound, airspace, or container, usually pressurized;

b. Thermal – freezing or burning;

c. Asphyxiation – oxygen deprivation or reduction;

d. Disease – microbiological agents;

e. Toxic – systemic or bronchial;

f. Chemical – ingestion, inhalation, or contact;

g. Radiation – radioactive material.

3.1.3 Contamination Sources

The following are examples of contamination sources:

a. Biological – human remains decomposition, flies/other insects/animals.

b. Chemical – fuels, oils, aviation fluids etc. and on board cargo.

c. Radiation – radioactive materials on board the ship or aircraft.

3.1.4 Standard Practices

The following standard practices should be followed:

a. Assume that hazardous materials are present at the occurrence site until their presence has been positively eliminated. Scan the wreckage to detect hazardous materials.

b. Assume that pressure vessels are explosive until rendered inert.

c. Before starting any examination of the wreckage:

1) The experts in handling hazardous materials must confirm the site safety.





2) Perform a personal site-safety check.

3) If the danger has not or cannot be neutralized, use alternate methods for gathering evidence such as photography, photogrammetry, or witnesses.

d. Suspect all freight, mail, cargo and passenger baggage.

e. Hazardous materials can be identified from:

1) Labeling and signage

2) Cargo manifest and dangerous goods certificates.

3) Information from personnel at the site or from operational sources such as the company or ATS.

f. When possible, clean any serious contamination of fuel and lubricant from the wreckage using a detergent wash and rinse, and when necessary, an approved absorbent.

g. In the event of personnel contamination, all affected people must be checked, decontaminated and placed under qualified medical observation.

CAUTION – Proper precautions must be taken to prevent injuries during cleaning or spraying.

3.1.5 Points to Note

The following points should be noted:

a. Ships, aircraft, and some rail vehicles always contain hazardous materials such as fuel, oil, and hydraulic fluid.

b. When cleaning the wreckage before examination, wear appropriate protective clothing.

c. Be aware of the ever-present danger of fire and explosion when cleaning contaminated wreckage.

d. Burning or smoldering aircraft, vehicle, ship or carriage and rolling stock interiors and modern composite materials emit noxious and highly toxic gases and possibly carcinogenic particles.

e. Hazardous materials are dangerous before and after release from their containers.

f. Do not follow firemen, emergency or rescue personnel into an occurrence site, without taking adequate precautions. Wear appropriate personal protective equipment and seek guidance from a dangerous goods specialist.

3.2 Radioactive Materials

3.2.1 Dealing with Radioactive Material

This topic provides information on dealing with radioactive material.

Radioactive material (as cargo) at the occurrence site may be detected by:

a. Packaging

b. The aircraft manifest

c. Cargo manifest and dangerous goods declaration

d. Notification from the dispatcher





e. Certain parts of aircraft may also contain mildly radioactive materials, such as control surface mass-balance weights, engine casings, cockpit instrument dials and cabin escape path/exit signs.

The Investigators are not well trained in handling radioactive material. During the initial notification of accident, the information of any hazardous material, dangerous goods or radioactive material shall be requested. When any hazardous material reported on the accident site, IIC or notification duty officer shall notify BATAN (Badan Tenaga Atom Nasional) to handle the hazardous material.

3.2.2 Procedure

As soon as possible after the notification of an occurrence follow these steps.

Step Action

1 Determine if radioactive materials were on board the aircraft, rail car, or ship either as cargo, equipment or as part of the structure

2 Obtain from the manufacturer of the aircraft, rolling stock or ship, and the operator, documentation on the location and sources of radioactive material.

3 If it is established that radioactive material is in the wreckage:

a. Inform all personnel involved in the investigation;

b. Take adequate precautionary measures to avoid undue exposure of the investigation group to the contaminated area.

DANGER – an occurrence fire will heat and burn radioactive isotopes and any protective coating, allowing radiation to saturate the surrounding area.

3.2.3 Protection

In a normal industrial environment the preferred control measure for any possible specific radioactive danger is preventative—reducing the concentration to a safe level. On an accident site the concentration levels and dangers are not known and therefore control measures must be protective. Do not enter the site when it has been approved by BATAN staff.

To cause a problem, the hazardous material must enter the body in sufficient quantities to affect tissues and cause a problem, this can occur through:

1. Skin contact. It can be prevented by protective clothing and gloves

2. Ingestion. It can be prevented by adequate hygiene (no smoking, eating or drinking on the site).

3.2.4 Precautions to be taken

In accordance the above information the Investigators must take the following precautions:

a. If you do not need to disturb the material, then don't;

b. Wear overalls, preferably disposable ones;

c. Gloves;

d. Respirator, half mask or disposable mask;

e. Eye protection;





f. Foot protection;

g. Items such as the disposable overalls, gloves etc. should be bagged up securely and disposed of at a venue such as a hospital for destruction in an incinerator;

h. Transporting 'contaminated' re-useable clothing and boots should be done in a sealed plastic bag or similar to prevent cross-contamination of the rest of your gear.

3.2.5 Cleaning

If normal overalls are worn, then they and your boots must be decontaminated. The gear should be first rinsed under running water before being washed in a washing machine to rid the clothing of the particles. The clothing only should then be dry-cleaned after washing—you must do both.

Boots should be cleaned under running water with a brush or similar implement.

3.3 Chemical Hazards

3.3.1 About Chemical Hazards

Chemical injury can occur through simple atmospheric contamination and exposure, or by physical contact with toxic and corrosive substances. Modern synthetic agricultural chemicals used in aerial spraying applications are often toxic and may be carcinogenic.

Be alert for potential environmental pollution caused by any chemical-waste disposal process.

3.3.2 Appropriate Protective Clothing and Breathing Apparatus

All Investigators must wear appropriate protective clothing and breathing apparatus when entering a contaminated occurrence site.

When toxic chemical vapors are present, an effective respirator must be worn.

3.3.3 Agricultural Aircraft

All crashes involving agricultural aircraft are to be treated as contaminated sites until such time as any chemical hazard can be positively excluded. Until this is done, admittance to the occurrence site is to be restricted until either a qualified hazardous chemical authority or the KNKT Site Safety has released the site.

3.3.4 Sources of Chemical Hazards

Sources of chemical hazards include the following:

a. Normal aircraft servicing fluids (acid; fuel; hydraulic fluid; de-icing fluid);

b. Internal or external cargo;

c. Hoppers, spray-booms, and delivery equipment of agricultural aircraft;

d. Other containers or pipes on the ground that may have been damaged in the course of the accident;

e. Flammable liquids (fuel and oils), toxic gases, vapors and fumes, electricity, low level radiation, dry and liquid bulk hazardous material and flammable liquids carried as cargo (listed on the train and ships manifest).





3.3.5 Sources of Contact

Source of contact include:

a. Ingestion (orally, usually from the hands);

b. Inhalation (vapors, fumes, mists and powders);

c. Absorption (skin contact, injection through puncture of the skin with a contaminated piece of wreckage).

3.3.6 Dealing with Chemical Hazards

3.3.6.1 Material Safety Data Sheet

Before entering a contaminated area to conduct an examination of wreckage or the removal of items, obtain the appropriate Material Safety Data Sheet (MSDS) for the chemical involved from the chemical manufacturer.

The manufacturer is required by legislation to have these sheets available upon request. The operator may also have copies of the MSDS.

The MSDS will have all the safety information pertaining to the chemical on it and will advise methods of dealing with waste, first aid measures as well as additional useful information.

3.3.6.2 Tasks to perform

When chemicals are encountered the following tasks need to be performed:

a. Identify the chemicals;

b. Minimize exposure to the chemicals;

c. Treat injuries as required;

d. When expert advice is needed regarding chemical hazards at the occurrence site, contact the police or Poisons Information Centre;

e. Seek advice from regional health organizations;

f. Use absorbent materials to confine a spill (sawdust; sand; commercial products);

g. Quarantine the contaminated area if necessary until cleared by appropriate experts.

3.3.6.3 Agricultural Aircraft Chemicals

Do not approach the wreckage of an agricultural aircraft until the chemicals on board have been positively identified and appropriate precautions have been taken.

Exposure to toxic substances is an ever-present hazard. Maintain a position that is upwind of the wreckage to prevent the spread of chemicals to personnel via the wind. Also, ascertain the current and expected weather as certain types of chemicals can be affected by the addition of water. The forecast will also alert the investigation team to the possibility of a change in the wind direction.

Among the multitude of fertilizers, pesticides, insecticides, herbicides, rodenticides, fungicides and nematocides currently available for aerial application, many are toxic to humans.

Dispose of any contaminated protective clothing in an acceptable manner, usually by incineration.





3.3.7 Chemical Exposure First Aid

3.3.7.1 Initial First Aid

Follow these steps to provide initial first aid.

Step Action

1 Assess any danger to yourself before attempting to rescue the victim

2 Remove victim from source of chemical exposure

3 Wash away the chemical as soon as possible. If necessary, remove clothing and wash the affected parts with soap and water.

4 Call a doctor or other medical help.

Note – Some medical facilities may not have ready information about certain exotic chemicals. In these cases contact the nearest hospital or doctor.

5 Administer first aid as required depending on the victim condition

6 In the event of personal contamination, positively identify the chemical before starting treatment.

7 If breathing stops commence expired air resuscitation, preferably using a pocket facemask.

Note 1 – Do not administer anything by mouth to an unconscious person.

Note 2 – Antidotes must be only prescribed and administered by a qualified physician, ambulance officer or nurse.

Note 3 – In all cases of chemical exposure, the victim must be assessed by a qualified medical practitioner regardless of the absence of signs or symptoms.

3.3.8 Specific Instructions

The table below provides some specific first aid instructions.

If … then …

The chemical has entered the eyes

Irrigate gently with clean, lukewarm water for a minimum of 20 minutes

The chemical has been inhaled Carry the victim to fresh air immediately. Do not the permit victim to walk.

The victim is having convulsions Protect the victim from further harm by moving objects in the immediate vicinity

Poison has been ingested Do not induce vomiting unless specifically advised to do so by a qualified medical practitioner





3.3.9 First Aid Information

Container labeling often has useful information about first aid and emergency response.

First aid information can also be obtained from the MSDS of the substance. These can be obtained from the manufacturer or supplier of the substance involved.

3.3.10 Warnings and Cautions

Please note the following warnings and cautions:

a. Do not induce vomiting if the ingested chemical is mixed with a hydrocarbon-based solvent such as Kerosene or other petroleum derivative. There will be severe mouth and throat burns caused by swallowing a strong acid or alkali.

b. The consumption of alcohol before or after exposure to chemicals aggravates their side effects.

c. Chemical dust in high concentrations is extremely explosive.

d. Some compounds have an adverse effect on short and long-term health, impairing vision, mental and motor performance, and even causing death.

3.4 Pathological and Biological Hazards

In addition to the bodies of deceased persons, a transport accident site may contain liquid, semi-liquid and dried blood, other bodily fluids, and fragmented and otherwise unrecognizable bone, tissue, and internal organs. These human remains may contain pathogens that present a particular hazard for transport safety investigators as well as other personnel who may have to enter the crash site.

3.4.1 Blood-borne Pathogen Training

All Investigators will be provided with Blood-borne pathogen training, to be able to handle hazard of the blood–borne pathogen. All participants that have successfully conducted the training will be provided with blood borne pathogen card.

Detail of the training will be described in Investigator Training Guidelines.

3.4.2 Definitions

The following terms and their definitions can be used to more fully understand the risk of blood-borne and airborne pathogens.

Term Definition

Blood The red fluid that circulates in the heart, arteries, capillaries and veins of vertebrate animal carrying nourishment, oxygen and carbon dioxide from the tissues of the body and bringing away waste products from all parts of the body Human blood, blood components and products made from human blood. This also includes tissue and bone.

Blood-borne pathogen Micro-organisms present in human blood that can cause disease in humans. These pathogens include but are not limited to the Hepatitis B virus (HBV) and the Human Immunodeficiency Virus (HIV).





Term Definition

Contaminated The presence or the reasonably anticipated presence of blood or other potentially infectious materials on an item, surface, or ground.

Contaminated laundry Laundry which has been soiled with blood or other potentially infectious materials.

Engineering controls Methods of controlling employee exposures by modifying the source or reducing the quantity of contaminants released into the workplace environment.

Exposure incident A specific eye, mouth, mucous membrane, non-intact skin or parenteral (below skin) contact with blood or other potentially infectious materials during the performance of duties.

Occupational exposure

Reasonably anticipated contact with blood or other potentially infectious materials during the performance of duties.

Pathogens Pathogens are disease-causing viruses, bacteria, and parasites that are present in the human blood or other body fluids of infected persons.

Universal precautions All human blood and body fluids are treated as if containing HBV, HIV and other blood-borne pathogens.

Work practice controls Procedures for carrying out specific tasks which, when followed, will ensure that workers’ exposure to hazardous situations, substances and physical agents is controlled by the manner in which the work is carried out.

3.4.3 Communicable Diseases

Pathogens are disease-causing viruses, bacteria, and parasites that are present in human blood or other body fluids of infected persons. These pathogens may not die upon contact with oxygen or when the fluids dry out. Studies show that certain climatic conditions may prolong the infectiousness of some pathogens.

Diseases such as meningitis, hepatitis (all variants) and the Human Immunodeficiency Virus (HIV) are particularly hazardous.

3.4.3.1 Hepatitis B

The hepatitis B virus is a blood-borne pathogen. It is found in body fluids and tissue and can enter your system through an opening in the skin. The virus is not transmitted through contamination of food or beverages. The virus is not fragile and is harder to destroy than HIV. Under optimal conditions, the virus may remain alive for up to one week. When dry the virus may live up to one day. It is more readily transmittable than HIV and requires a smaller amount to infect you.

There are two types of hepatitis B, acute and chronic:

a. In an acute infection, your body develops antibodies that overcome the virus. These antibodies remain in your system for the rest of your life and protect you from future infection. Symptoms of an acute infection appear in nine to sixteen





weeks following exposure. The symptoms include tiredness, loss of appetite, taste changes, and yellow eyes and skin.

b. In a chronic infection, your body does not develop antibodies. You may become a chronic carrier for the rest of your life. Often there are no symptoms and your body adapts to the infection. Over time, a chronic hepatitis B infection can cause liver damage.

Three types of inoculations are available to fight hepatitis B. Each has a slightly different use.

a. General Gamma Globulin – a booster used to fight an existing infection.

b. Hepatitis B Immune Globulin (HBIG) – used when there has been an exposure to contaminated blood, such as from a needle stick injury. HBIG prevents, or at least lessens, the seriousness of an infection.

c. Hepatitis Immunization – designed to protect you from infection before any exposure occurs. It consists of a series of three injections.

3.4.3.2 HIV

The Human Immunodeficiency Virus (HIV) is also a blood-borne pathogen.

Risk to transport safety investigators of contracting the disease from blood, body fluids, and tissue of infected persons is very low, but precautions are always necessary. A cut on your skin can allow the pathogen to enter your system.

Recent research conducted by the Victorian Infectious Disease Research Laboratories has found that the HIV virus can remain detectable outside the body for periods of up to 28 days. The time periods involved depend upon the conditions, under which the virus is situated, with cold conditions giving the longest survival times.

The viral particles are susceptible to disinfectants, drying, and heat. For example, household bleach in a 1:10 solution with water will destroy the virus in about one minute, as will 70% alcohol. The virus can also be destroyed by use of an autoclave, fire, gamma rays, and x-rays.

3.4.3.3 Hepatitis C

The hepatitis C virus is a blood-borne pathogen. It is found in body fluids and tissue and can enter your system through an opening in the skin. The virus is not transmitted through contamination of food or beverages. The virus is fragile and relatively easy to destroy. There is a large pool of the population contaminated with the Hepatitis C virus and this number is increasing. It is thought that this is because people remain infective for a longer period when initially exposed to the disease.

People infected with the Hepatitis C virus may not show any outwards signs of suffering from the disease. As the disease progresses however, they may show signs similar to those of hepatitis B.

There is no available vaccine to protect against contracting the disease.





3.4.3.4 Meningitis

Meningitis, which can be caused by a virus or a bacterium, is an infection and inflammation of the membranes covering the brain and spinal cord. Symptoms include high fever, headaches, stiff neck, nausea, confusion, and light sensitivity. Early diagnosis for the type of meningitis, that is, viral or bacterial, is essential.

a. Viral meningitis – can be contracted through such actions as drinking, eating, and handling infected items, is generally more common but less serious and cannot be helped by antibiotic treatment.

b. Bacterial meningitis – which can spread from person to person through exchange of respiratory and throat secretions, that is, through coughing, sneezing, kissing, is quite severe and can result in permanent brain damage or death. Prompt medical attention and antibiotics can cure the disease.

3.4.3.5 Hepatitis A

The hepatitis A virus is transmitted through the faecal-oral route, which means that the disease can be contracted if anything contaminated with the virus is placed in the mouth. Hepatitis A may be spread through food and water and the effects become potentially more serious as the age of the person contracting the disease increases.

Many people would expect that cases of Hepatitis A would only be associated with those countries and conditions associated with poor hygiene, recent (1996) outbreaks in Australia show that it is still prevalent and is still a risk in Australia and it is for this reason that it is covered in this chapter. In certain areas it is increasing despite the introduction of a vaccine to combat the disease. The incidence of the disease in overseas countries is variable and precautions should be taken at all times, to maintain adequate hygiene measures.

Gamma globulin, if given within two weeks of exposure, can prevent infection. Immunization against Hepatitis A is available and is designed to protect you from infection before any exposure occurs.

3.4.3.6 Other hepatitis variants

There are a number of other forms of Hepatitis, which are becoming more prevalent within the community. Some of these were previously known as Hepatitis – non A/non B while others have newly emerged.

Recent advances in pathology techniques have now allowed for these to be classified into various groups. The most common new classification is Hepatitis C. There are other variants being classified as technology advances. As these variants are emerging within the population, the long term effects on health are difficult to quantify, however they can be assessed as being similar to that of Hepatitis B.





3.4.4 Universal precautions

Vaccinations have long proven to be effective in combating infections; however, at an accident site, additional measures must be taken to further reduce the likelihood of infection or the spread of pathogens.

The medical profession, healthcare agencies and emergency service workers, in their approach for precautions against infection, have adopted a concept termed ‘Universal Precautions’. This concept, which has been widely adopted by other investigative agencies, has been accepted by KNKT as one of the cornerstones of our Biohazard Exposure Control Plan.

3.4.4.1 About Universal Precautions

Universal Precautions is simply an approach to infection control. When applied to transport accident investigations, this approach requires that investigators treat all human blood and body fluids as if they contained blood- borne pathogens. In addition, since it is not possible to readily identify blood and other comingled, contaminated bodily fluids at an accident site, it is prudent to take Universal Precautions while working around and inside the wreckage and while handling the wreckage at the site or while performing offsite examinations.

Universal Precautions require investigators to take measures to protect themselves by planning prior to undertaking investigation tasks. Once involved in investigative activities Universal Precautions require that investigators:

a. Apply engineering controls that isolate or remove the blood-borne pathogen hazard.

b. Adopt work practices controls that reduce the likelihood of exposure by altering the manner in which investigative tasks are performed.

Due to the unique nature of each accident site, Universal Precautions must, of necessity, be tailored by the Investigator to meet the individual circumstances.

3.4.4.2 Planning

As part of the Investigator planning process, Universal Precautions, as a minimum, includes the following:

a. Having the appropriate inoculations;

b. Receiving training on biological hazards associated with on site and off site examinations of evidence;

c. Being familiar with the procedures on the identification and control of a biologically hazardous site;

d. Having knowledge in selection, use and donning of personal protective equipment (PPE);

e. being familiar with the proper methods for the removal and disposal of contaminated PPE;

f. Having an understanding of work practices designed to minimize exposure;

g. Being familiar with the procedures for decontaminating investigative equipment and evidence;

h. Having an understanding of the procedures for shipment of contaminated evidence to off-site examination facilities;





i. Having knowledge of the procedures to follow when an exposure incident has occurred.

3.4.4.3 Engineering controls

Engineering controls are controls that isolate, contain or remove the blood-borne pathogen hazard from the workplace. These are the preferred types of controls but are not always possible at an accident site.

When applied to circumstances such as hospital settings, these controls can be quite elaborate. Engineering controls, however, don’t have to be high-tech in order to provide an adequate measure of effective protection. Any control, which offers some physical barrier between the Investigator and the pathogens, may be considered as an engineering control.

The use of PPE becomes one of the most important engineering controls available to transport safety investigators. Other forms of Engineering Controls include the use of signs and labels, biohazard disposal bags, antiseptic towelettes and other similar solutions or a 10% solution of common household chlorine bleach.

3.4.4.4 Work Practice Controls

In essence, work practice controls reduce the likelihood of exposure by altering the manner in which an investigative task is performed. The protection they provide is based on investigator behavior rather than installation of a physical device such as a protective shield.

Work practice controls would include persons having specific tasks in mind before they enter the biohazard area so that they understand fully what will be expected of them and the investigative equipment they will use. For example, persons could be assigned to take notes, draw diagrams, take photographs, or carry and refer to manuals and engineering drawings. These persons would not handle any wreckage. Other persons, with appropriate PPE protection, would be assigned to handle wreckage, disassemble components, and so forth. This work practice control will minimize the number of persons who will be in direct contact with contaminated materials.

In extreme circumstances, the IIC may determine that the site or specific areas of the site are so grossly contaminated that entry would unduly expose personnel to the possibility of infection. In such event, the IIC may declare the entire site or specific areas of the site out of bounds to all investigation team members and request expert assistance in the decontamination of the site. In this case, the IIC would be expected to rely on other standard methods for gathering evidence such as photography, photogrammetry or witnesses.

3.4.4.5 Examples of Work Practice Control

The following are examples of work practice controls, which may be appropriate at bio hazardous sites:

a. Equipment and tools used during the course of an investigation with the potential of having been contaminated by infectious fluids are disinfected as necessary prior to leaving the immediate vicinity of the accident site.

b. Equipment to be used in a biohazard area and that cannot be readily disinfected such as cameras, tape recorders, GPS receivers and so forth may be covered with liquid proof covers such as plastic wrap or plastic bags which are disposed of in biohazard containers when leaving the area.





c. The Investigators wash their hands with antiseptic hand cleansers and/or antiseptic towelettes after removal of potentially contaminated gloves or other PPE.

d. The Investigators wash prior to touching or handling uncontaminated, non-mishap related equipment or materials—for example, rental car, aircraft, go-bag, food, etc.

e. Following inadvertent contact of body areas with blood or other infectious materials, the Investigators must wash their hands and any other exposed skin with soap and hot water or other forms of antiseptic solution as soon as possible. They must also flush exposed mucous membranes with water to avoid ingestion of contaminants.

3.4.5 Prohibitions and precautions

Any acts that cause contaminated articles to come into contact with mucous membranes, the respiratory system, or non-intact skin must be avoided.

The investigators are reminded that, when inside a designated biohazard area, the following actions are prohibited:

a. Eating;

b. Drinking;

c. Smoking;

d. Applying cosmetics, lip balm and sun screen lotion;

e. Touching the face, eyes, nose and mouth with anything that is potentially contaminated;

f. Manipulating contact lenses.

g. The storing of food or drink within a biohazard area.

The investigators shall exit the biohazard area to attend to normal body functions.

Each day, prior to commencing on-site activities, the IIC or Site Safety and Security Coordinator should remind all investigators of the:

a. Precautions that will be taken in the designated biohazard area;

b. Need to wear suitable PPE;

c. Proper disposal of contaminated materials.

When appropriate, the IIC or Site Safety and Security Coordinator should also explain the need to:

a. Limit the number of persons who will be allowed into the designated biohazard area;

b. Limit the investigative equipment brought into the area.

As previously mentioned, facilities should be available to collect and dispose of PPE and other contaminated materials each day. Disposal of contaminated PPE and other contaminated materials should be coordinated through local hospitals and medical facilities. Local police forces may also be able to assist in this regard.





3.5 Composite Fiber Materials

The use of composite fiber materials in transport vehicle construction is commonplace; Kevlar, boron, carbon fiber and fiberglass are often used to produce light yet high-strength composite materials and secondary structures and components.

Damaged or burnt composite fiber materials can present a hazard to transport safety investigators at accident sites.

3.5.1 About Composite Fiber Material Hazards

Composite fiber materials are a physical combination of two or more compatible materials, generally consisting of a primary fiber and a binder material. Generally, the binder material forms a matrix to hold the fibers together and fill voids between them. This reinforced matrix structure allows stress transfer between the fibers. Plies of fiber are layered together to form composite laminates, increasing their strength and allowing the composite to be used as a structural material.

To provide extra strength and shape, a core material is often sandwiched between two sheets of composite laminate (such as foam, aluminum or Nomex honeycomb).

The name of the composite usually identifies what the fiber and matrix materials are (e.g. glass/phenolic, carbon/epoxy composites).

Carbon/epoxy and glass/epoxy fiber composites (Carbon Fiber Reinforced Plastics – CFRP) are generally used in primary structures. Glass/phenolic is not used in primary structures due to its brittleness and the evolution of volatiles, and is used in secondary structures and cabin furnishings.

Where Am I Likely to Come Into Contact With Composite Fiber Materials?

Transport safety investigators may come in contact with hazardous composite fiber materials at accidents sites involving aircraft.

Composites materials have been used in the aviation industry since 1957. They are used extensively in military, experimental, general aviation (GA), amateur-built planes, and commercial aircraft. They are also used in the manufacture of helicopters including main and tail rotor blades and gliders.

Composite aircraft usually contain one or a combination of the following materials:

a. Carbon/epoxy (CFRP) – used as a primary structural and skin material.

b. Kevlar/epoxy – mostly used in some primary structures and composite pressure vessels such as oxygen bottles.

c. Glass/epoxy fiber (GFRP) - used as a structural and skin material

d. Glass/phenolic – used in interior fittings, furnishings and structures.

e. Boron/epoxy – used in composite repair patches, older composite structures.

3.5.2 Organic Compound – Matrix Hazards

Organic compounds, including resins, adhesives, and other chemicals, used in the manufacturing of advanced composite material products are generally considered inert and harmless when undisturbed in the final product. However, when these substances are subjected to the fire, thermal, and energy extremes of transport vehicle accident, these compounds can become unstable, leading to decomposition and chemical reactivity.





Resins, such as epoxies, polyimides, phenolics, and thermoplastics, may release harmful or lethal vapors and gases into the air when burnt.

Polymer matrix composites, because of their dominant use and generally lower temperature constraints are of most concern.

Residual solvent contact from the degraded composite materials also presents important material health hazards. Much research still needs to be conducted on resin vapor release (particularly the newer resin systems) and its short- and long-term effects.

3.5.3 Smoke and Fume Hazards

Smoke and fumes from burning composite materials should generally be considered toxic. When combined with smoke, fumes, and gases from the combustion of other materials during a fire involving a transport vehicle, they can produce a very hazardous environment. All of these substances are assumed to be both individually and collectively toxic and dangerous to human health.

Asphyxiation and acute poisoning can result from sufficient exposure to the fumes evolved from burning composite fiber materials. In the context of all products likely to be evolved from a burning transport vehicle, however, the effects of composite fiber fumes are not exceptionally acute.

The hazards associated with smoke, fumes, and gases from composite materials are greatly diminished or negligible when the fire is extinguished and the debris has been returned to ambient temperature.

3.5.4 Fiber Hazards

During a transport vehicle accident, the composite structures are subjected to thermal and mechanical forces which cause them to break up into pieces and/or to be burnt. In many cases, the energy absorbing characteristics of composites can cause forceful and violent fracture or laminate dis-bonding.

The reinforcement fibers, which are very stiff and give the composite material its strength, may be broken into particulate fibers and dust, and protrude from fracture surfaces. These fibers or shards extending from a damaged component may puncture the skin (boron reinforcement fibers may even penetrate completely through a limb), cause skin and eye irritation, and/or, if in dust form, be inhaled.

The variety of fiber reinforcement materials creates different hazards at an accident site. For example, glass and aramid fibers tend to melt under extreme heat, rather than decompose into smaller fibers, whereas both carbon and boron fiber will break down and create finer, respirable fibers.

The toxicology of the particulate fiber, and the products of combustion which often coat it and the disease-producing potential associated with exposure to these fibers is a function of three major factors:

a. The dose or amount of particulates deposited in the respiratory tract;

b. Physical dimensions of deposited particulates; and

c. Particulate durability (lifetime) in the respiratory tract.





3.5.5 Specific Carbon Fiber Hazards

At the present time, the most widely used advanced composite material system found on aircraft is carbon/graphite epoxy (CFRP). CRFP is widely used for construction, repairs and modifications of numerous aircraft structures.

Although pure carbon fiber is chemically inert and non-toxic, carbon fibers released from burning CFRP composite material are contaminated. Because of the absorption and adsorption capabilities of carbon fibers, they absorb combustion products that are often toxic and hazardous.

The hazards associated with free carbon fibers are of an enduring nature requiring special management, procedures, and handling, unlike the shorter- term chemical binder hazards.

Carbon fibers in the 2-5 micron range, such as can be produced in an accident with a significant impact force with simultaneous explosive fire, are very light, become easily airborne, and are respirable. Combustion plume dissipation under windy conditions increases the dispersion area. Fire exposed carbon fibers tend to break into shorter lengths and smaller diameters, increasing the likelihood of respirability and the ease with which the fibers are transported by wind. Once inhaled, carbon fiber particulates of this size cannot be expelled efficiently from the respiratory tract.

Absorbed combustion products on the surfaces of carbon fibers allow toxic debris to enter the body, causing airway irritation and possible short-term decreases in respiratory system efficiency. Long-term effects are not known.

The sharp and stiff characteristics of individual carbon fibers promote easy skin penetration. Partially burnt fibers easily break into smaller segments. Rubbing of exposed skin areas increases the problem and spreads the affected area. Typical exposure requires medical attention, usually for dermatitis-like symptoms. The long-term effect of contaminants introduced to the body in this manner is unknown.

3.5.6 Hazards to Electrical Equipment

Released carbon/graphite and boron fibers are electrically conductive. Unprotected electrical and electronic equipment may become damaged and/or inoperative if infiltrated by a sufficient amount or density of fibers.

Despite this propensity, the environmental release and downwind cloud density of carbon fibers from burning aircraft wreckage is quite low and tests have shown that widespread equipment failure is highly unlikely, with possible exception of the immediate accident site.

Although the probability of equipment failure in an accident scenario is generally, negligible, the risk does exist. The electrical conductivity properties are not considered to be a direct personal health hazard.

Electronic malfunction arising from localized short circuiting is the main utility or facility hazard posed by free carbon fibers. Electric and electronic equipment is potentially at risk when free carbon fibers are deposited in relatively large quantities on unprotected or closely proximal circuits and circuit elements.

When settling on unprotected circuits, conductive carbon fibers may cause:

a. Computer logic errors and malfunctions.

b. Short circuits and transient arcs at 10-15 volt, possibly blowing fuses.





c. Sustained arcs causing shorted transformers and vaporized bus bars above 150 volt.

d. Corona discharge above 300 volt, which damages components and insulation.

Carbon fibers are influenced by the presence of electrostatic fields, thereby settling in high voltage areas and reducing the local dielectric properties of free air. In turn, this may cause equipment malfunction or failure.

3.5.7 Hazards to the Environment

The hazards to the environment posed by large amounts of composite material debris are not known. Although carbon fibers are very stable, burnt fibers will continually and gradually break down and disperse.

The long term effects are unknown, although dispersion will cause concentration dilution. Potential impacts on flora, fauna, animals, the food chain, and humans are unknown.

3.6 Handling pressure vessels

Example of pressure vessels includes the following:

a. Oxygen bottles;

b. Fire extinguisher bottles;

c. Accumulators;

d. Landing gear oleos;

e. Hydraulic or pneumatic cylinders;

f. Propeller domes (which may contain compressed springs as well as fluid);

g. Tires;

h. CO2 cartridges in life preservers.

3.6.1 Handling procedures

Discharge pressure vessels and tires as soon as practicable after initial site examination.

Aircraft tires and wheel assemblies salvaged from salt water should be deflated as soon as possible because the corrosion of the wheel assemblies can progress very rapidly, weakening the assembly and leading to explosive deflation. As an added safety precaution, in some cases remote recovery and deflating procedures may be necessary.

Any pressurized item intended for further transportation should be rendered safe.

If the vessel cannot be rendered safe, then consult the applicable International Air Transport Association Dangerous Goods Regulations for assistance. If no guidance can be found from this guideline, consult a recognized dangerous goods freight handler for specific technical assistance.

3.7 Handling and transporting lithium battery devices

Lithium metal and lithium ion/polymer batteries are capable of ignition and/or explosion when short-circuited, overcharged or overheated. While these batteries are manufactured to high safety standards, once the battery has been involved in a transport vehicle accident, there is no straight forward way of knowing its internal condition.





3.7.1 Thermal runaway

Lithium batteries can experience a phenomenon called thermal runaway, where a chemical reaction within the battery produces heat and the rate of reaction increases with temperature. An external stimulus to the battery is required to begin a thermal runaway. This stimulus could be in the form of heat, overcharging or physical pressure leading to a short circuit.

Generally, the size of the battery will dictate the amount of energy stored and hence the intensity of any reaction or explosion. It is important to note that lithium batteries commonly have multiple cells, which could lead to multiple reaction events, potentially separated by minutes.

What should I do if a thermal runaway occurs?

If a lithium battery catches fire or explodes due to a thermal runaway:

a. Relocate persons away from the device.

b. Use a fire extinguisher to prevent the spread of the fire to adjacent battery cells and materials.

c. Pour water, or other non-alcoholic liquid, from any available source over the cells immediately after the visible fire is controlled.

WARNING – Do not cover an ignited battery with a fire blanket or cool it with ice unless this is the only form of fire control available. These actions insulate the battery and can exacerbate the fire by heating adjacent cells.

The pouring of water on the battery should be continued for several minutes after the flames have subsided, as lithium batteries contain oxygen which can continue to feed the fire. Removing atmospheric oxygen using an extinguisher does not stop the combustion - it only prevents other things catching fire. It is important to ensure the cells are cooled internally to render the battery safe.

Water, though it may react with the tiny amount of lithium metal found in a disposable battery, is most effective at cooling remaining cells, stopping thermal runaway and preventing additional flare-ups.

The technique for fighting a fire involving lithium batteries is the same, regardless if the battery is a disposable (lithium-metal) or a rechargeable lithium-ion battery/battery pack.

3.7.2 Types of Lithium batteries

3.7.2.1 Lithium-Metal Batteries

Lithium-metal batteries are sold in the button cell form or in AA, AAA or 9 Volt form factors. They can be used to power many small electronic devices and are not rechargeable.

3.7.2.2 Lithium Metal Button Cell

PP3 (9 volt), AA and AAA lithium metal batteries Lithium-Ion and Lithium-Polymer Batteries

Lithium-ion or lithium-polymer batteries are probably the most common types of battery found in electronic devices such as laptops, cameras and phones. These are rechargeable and come in many different sizes and shapes as well as single or multiple cell configurations.





3.7.3 Handling Lithium Battery Powered Device

Damaged lithium-based batteries can be dangerous to investigators on site and must be treated with care. Handling of lithium battery powered devices or lithium batteries should be minimized and, if they are to be handled, the following precautions should be used:

a. Use PPE – gloves and glasses;

b. Isolate the device or battery from flammable substances and other evidence;

c. Keep the device in a visible and easy to reach location;

d. Ensure that several liters of water is readily available in the event of a thermal runaway.

3.7.3.1 Recovering Devices from an Accident Site

The KNKT recorder specialist should be consulted in all cases where battery powered devices are identified and considered as desirable to be recovered from the site.

If recovering a battery device from an accident site, the Investigator should:

a. Ensure that photographs of the device are taken prior to handling it or removing batteries.

b. If possible, identify the device (manufacturer, model and part number).

c. Contact Technical Analysis for advice about a particular device.

d. Store the device in a cool place, isolated from any other evidence or flammable material and liquids.

e. If the device is to be recovered with the batteries still fitted, the usual anti-static measures should be applied including storage in a conductive bag.

Batteries, which are AAA size or larger are generally not used for retention of volatile memory and, if identified as lithium based, might be able to be removed on site. Technical Analysis can provide advice on the type of battery fitted and if removal should be attempted.

Lithium-metal and lithium-ion/polymer batteries are not harmful to the environment and are considered to be non-hazardous waste. Following removal from a device the batteries should be buried on-site.

3.7.3.2 Transporting Devices with a Battery in a Motor Vehicle

When transporting a device with a (potentially) damaged lithium battery in a motor vehicle, follow these steps:

a. Isolate the device/batteries from all other evidence.

b. Isolate the device/batteries from any flammable materials or liquids.

c. Where practical carry several liters of water and be aware of the location of fire extinguishers

d. The device/batteries should be kept in a location that is visible and easy to reach by the driver or passenger/s.





3.7.3.3 Shipping of Devices with a Battery Fitted

Note – Damaged lithium batteries are classified as a class of Dangerous Goods which can not to be transported by air under any circumstances. This includes being transported by investigators as carry-on baggage.

The KNKT treating all lithium battery devices recovered from site, whether they appear damaged or not, with the same precautions. For assistance with shipping of devices with a lithium battery fitted, please contact Recorder Specialist.

3.8 Heat Stress

3.8.1 Heat Exhaustion and Heatstroke

Heat stress is a condition in which an individual body temperature exceeds safe levels due to inadequate thermal regulation. There are two stages: heat exhaustion and, if untreated, heatstroke—heatstroke is a potentially lethal condition.

Symptoms of heat exhaustion include:

a. Feeling hot, exhausted, weak and fatigued;

b. Persistent headache;

c. Thirst and nausea;

d. Giddiness and faintness;;

e. Rapid breathing and shortness of breath

f. Pale, cool, clammy skin;

g. Rapid, weak pulse.

Symptoms of heatstroke include:

a. High body temperature of 40°C or more;

b. Flushed (red), dry skin;

c. Initially a pounding, rapid pulse which gradually weakens;

d. Headache, nausea and/or vomiting;

e. Dizziness and visual disturbances;

f. Irritability and mental confusion;

g. Altered mental state which may progress to seizures and unconsciousness.

Note – Sweating is only present in the early stages of heat exhaustion. As heatstroke gets closer, sweating actually stops as the body tries to retain fluid.





3.9 Other Hazards

3.9.1 Beryllium Oxide

Beryllium is used in some exotic metal alloys, and most beryllium compounds are highly toxic.

Igniter plugs made by either Bendix or Champion, use beryllium oxide as the insulating medium and are identified with blue or violet bands at the connector.

Such plugs are used in the GE CF6 engine fitted to the Airbus A330, Boeing 747-400 and Boeing 767 but can be found in any gas turbine engine.

Fluorescent tubes contain beryllium oxide and should be handled with care.

WARNING – When broken, these igniters and the adjacent engine parts require special and careful handling. Avoid skin contact and inhalation of the vapors.

Before examining the wreckage of any aircraft, determine the type of igniter plugs installed in the engine.

Seal the igniters in a container and send them to the manufacturer for examination and disposal. If in doubt, avoid contact with the plugs and the surrounding components until their nature is verified.

3.9.2 Boron-based Products

Boron is used in a number of aircraft components including instruments and composites.

Boron is relatively stable until it is subjected to a shock load as is often the case in aircraft accidents. Boron that has been subjected to a shock load becomes unstable and will penetrate through gloves, clothing, etc. to enter the blood stream.

Boron is highly toxic and medical treatment is required if contact with boron is suspected. If a transport vehicle is known to contain boron no investigation should be started until a specialist has declared the area safe.

3.9.3 Trapped Fuel in Craters

When digging for parts in a crater or in absorbent soils (peat bog), be aware that trapped fuel may combine with the air and spontaneously ignite. Secondary fires have occurred several days after an occurrence and flash fires have caused burn injuries.

WARNING – Do not use implements in the crater that could cause a spark. Be aware of static electricity build-up, especially in below-zero conditions, and particularly when working with hovering helicopters, which are self-generating static sources.

3.9.4 Confined Spaces

A confined space is a tank, underground vault, tunnel or other enclosure, not designed for human occupancy except for the purpose of performing work, and which has:

a. A limited number of openings for entry or exit

b. Poor natural ventilation

c. An oxygen deficient atmosphere





d. An airborne hazardous substance.

WARNING – You will often encounter craters, trenches, and fuselages, where the hazards of confined spaces exist.

3.9.5 Batteries

Disconnecting and removing batteries can create sparks. These sparks are extremely hazardous in the presence of a fuel spill.

Always remove a battery. Do not merely disconnect it.

3.9.6 Poisonous Plants

The level of danger from plants will vary from site to site. Be aware that plants can cause problems.

The Investigators should be aware of the types of plants they may be allergic to and advise the IIC/Site Safety Coordinator of them before entering an accident site. They should also carry medication if required.

3.9.7 Dangerous Animals

Dangerous animals come in two categories:

a. Animals carried as cargo (dogs, horses, etc.)

b. Local animals (snakes, etc.).

The local animal should be considered include insects, such as ants, wasps, bees, spiders, mosquitoes, leeches and ticks can cause discomfort, and can be dangerous.

The best defenses are to:

a. Use an insect repellent

b. Stuff trousers into socks or boots

c. Wear long sleeves and keep them rolled down and buttoned

d. Check each other for ticks.

3.9.8 Ballistic Parachute Systems, Air Bag Seat Belt Systems and Ejection Seats

Some aircraft are fitted with pyrotechnically activated systems which can be an extreme hazard to those attending an accident or incident site. These systems include but are not restricted to such things as:

a. Rocket powered ballistic parachute systems

b. Air bag seat belt systems

c. Some current and ex-military aircraft are fitted with active ejection seat systems.

WARNING – If the aircraft involved in the accident is suspected to have such a system fitted: Establish what system is fitted and if one is fitted arrange for a qualified person to disarm the system(s) before investigation activity starts. Further information on these systems can be obtained from the aircraft operator engineer or manual.

_ _ _ _





4 PERSONAL PROTECTIVE EQUIPMENT

Each investigator will be provided with biohazard Personal Protective Equipment (PPE). This equipment is part of the normal PPE that the Investigator will take to each accident site. All of the PPE supplied is disposable so that contaminated items are not returned to the office. Replenishment supplies are readily available.

4.1 What is Supplied

The IIC will determine the utilizing of PPE selected on the basis of an analysis of exposure to various biological hazards and suitability to field conditions. The Investigators will be provided with supplies prior to dispatch to the site.

For all purpose of investigation, standard set of PPE will be provided for each investigator which includes minimum of:

Note – The quantity and content of the PPE kit may vary based on the IIC assessment

a. Disposable one piece liquid resistant coveralls

b. Disposable goggles with one way vents to prevent fogging

c. Disposable masks that cover the nose and mouth

d. Disposable latex or vinyl gloves worn under disposable heavy-duty work gloves.

In addition to the above, the Investigators are provided with an appropriate supply of antiseptic hand cleaner and biohazard disposal plastic bags and labels.

4.1.1 Adequate Supplies

Adequate supplies of PPE and disinfectants need to be available throughout an investigation. As a guide, three sets per investigator per day are considered reasonable.

If the supply be found to be inadequate and a local purchase of PPE becomes necessary, refer to Selecting PPE on subchapter 4.5 for a description of acceptable equipment.

4.1.2 Non-KNKT Personnel

While the KNKT investigation team may have a limited supply of PPE and disinfectants to accommodate non-KNKT personnel such as visitors, it is expected that these persons would be responsible for acquiring their own equipment.

Depending on the circumstances, the IIC has the legal authority to limit access to the site only to those persons who are properly equipped with PPE.

4.1.3 Donning of PPE

Persons who enter biohazard areas during accident investigations and who conduct off-site examinations of contaminated evidence must have received appropriate training on the proper methods to don PPE and remove contaminated PPE.





4.1.4 Use of PPE in a Designated Bio-hazardous Area includes the following:

a. As a minimum, disposable latex or vinyl gloves worn under disposable heavy-duty work gloves will be worn in a designated bio-hazardous area. In addition to this, protective sleeve covers can also be worn to afford protection to the arms and clothing;

b. Face protection, including goggles and face masks, will be used when the risk of splatter or aerosolisation of contaminated material may occur;

c. Liquid-resistant coveralls shall be worn in all instances where the work area is considered to be grossly contaminated. These suits will be hot and uncomfortable to most investigators but they are essential in providing adequate protection. The suits will probably never be comfortable and in hot weather conditions work should be planned with adequate breaks for liquid intake;

d. All disposable items will be discarded whenever they are removed or damaged and will be immediately placed in biohazard waste containers.

4.1.5 Removal of PPE

In the event that there is a requirement to break from the conduct of the investigation for personal needs, the Investigators must follow the correct procedure to remove PPE.

A head to toe shower or wash-down using clean water is required before attempting to remove the composite protective PPE. Assistance will be required with this process.

Note – The assistant will require a respirator, eye protection, hand protection and must remain up-wind of the person being washed-down at all times. Personnel being assisted will have to move around to facilitate this.

Showering down/washing down of the PPE should be comprehensive and must not include getting water inside the unit. The units should not be placed back in their carry bags in a contaminated condition. Refer to the manual contained in the carry bag for this procedure.

All disposable equipment including used PPE and used filters, should be put into plastic bags and marked ‘CONTAMINATED’ for disposal.

Note – Burial with the contaminated wreckage is the preferred method of disposal

WARNING – Never burn CFRP contaminated waste.

WARNING – Laundering of clothing contaminated with burnt composite fibers should not be carried out.

WARNING – Contaminated clothing should be disposed of with the contaminated PPE.





4.2 Personal Protective Clothing

4.2.1 Protective Clothing

All investigation personnel employed by KNKT are normally issued with the following protective clothing prior to going into the field.

• Boots – hiking (1 pair) • Day glow orange or green safety vests (1)

• Boots – steel toed work (1 pair)

• Hat wide brimmed (1) • Cargo pants cotton (2 pair)

• Fleece vest (1) • Shirts long sleeved cotton (2)

• Socks (3) • Waterproof jacket (1)

• Baseball cap (1) • Overalls cotton (1)

When at an accident site KNKT personnel must, where appropriate, wear this clothing to afford a basic level of protection to the Investigator. Only under exceptional circumstances should investigator wear personal clothing while in the confines of an accident site.

Note – This list is the current clothing list that is issued to investigators. It is constantly under review by the KNKT and is subject to change as required.

4.2.2 Additional Personal Protective Equipment

In addition to the personal protective clothing issue for each investigator, additional personal protective equipment (PPE) is available.

The following list outlines the equipment that is available to be taken and used by the Investigators at accident sites.

a. Disposable coveralls/arm covers/boot covers;

b. Latex/nitrile/rubber gloves;

c. Leather riggers gloves and other protective gloves as provided;

d. Safety glasses/goggles/face shield (masks);

e. Hearing protection (ear plugs);

f. Sunscreen;

g. Insect repellent;

h. First aid items;

i. Hydration/electrolyte drinks;

j. Helmet.

Tools and equipment staff should ensure that they have an adequate personal supply of these items prior to leaving for an accident site.





4.2.3 Caution when Wearing Personal Protective Equipment

The Investigators are cautioned that wearing PPE in hot and humid environmental conditions can result in heat exhaustion and possibly heat stroke while performing normal investigative tasks.

The signs and symptoms may include a pale appearance, the skin may be cold and clammy and the person may become incoherent or may complain of blurred vision, dizziness and headache.

Several precautions can be taken to minimize heat stress.

a. During the two- to three-hour period before donning PPE, one liter or more of water should be consumed.

b. Depending upon the relative humidity and the amount of physical exertion, it may be necessary to limit the time that each person can wear PPE.

c. In certain circumstances the amount of PPE worn may have to be reduced and the pace of the investigative effort reduced accordingly.

For more information on hot humid conditions, see Heat Stress in this guideline.

4.3 Additional Items on Personal Issue to Investigator

4.3.1 First Aid Kit

Personal first aid kits are issued to all investigators for use at accident sites. In case of a major accident, the designated site safety coordinator will arrange for appropriate kits to be provided to cover the number of staff on the site. Alternatively, the site safety Coordinator may make arrangements for professional first aid staff to be available at the site. The investigation administration support staff can arrange for replacement of those items used.

4.3.2 High Visibility Safety Vest

The Investigators are issued with day glow orange and yellow high visibility safety vests. These vests are to be used when the Investigator is likely to move within a hazardous area and needs to be easily identified for their safety or as required by legislation. Examples of hazardous areas are:

a. On the movement area of a major aerodrome

b. When in the line area of a rail investigation

c. When on the deck of a ship in port while cargo is being unloaded.

The vests have KNKT identification label on the back so that the wearer can be easily identified in a major accident site, among all the other personnel.

4.3.3 Hard Hat (Helmet)

Hard hats are to be worn in areas where there is a danger of objects falling from above. This may include the following areas:

a. Cargo holds of large ships;

b. On the deck of ships outside the accommodation spaces;

c. Engineering spaces of ships;

d. At accident sites where there is a risk of things falling onto the Investigators such as loose tree branches or when moving large pieces of wreckage;

e. When moving large pieces of wreckage;





f. In hangar space during the reconstruction of wreckage.

4.3.4 Protection against UV radiation and sunlight

To protect the Investigators who are exposed to the effects of UV radiation, the following items will be provided on personal issue:

a. A wide-brimmed sun hat;

b. A broad-spectrum sunscreen with a Sun Protection Factor (SPF) of 30+;

c. Sunglasses.

Note – Sunscreens should be applied generously and frequently, before the Investigator goes out in the sun, and should be used all year round. A sun-blocking product—for example, zinc—should also be applied to the nose, lips and ears.

Investigator should take precautions on hazy or cloudy days and they should also take the following precautions when exposed to the sun:

a. Wear long sleeves;

b. Avoid unnecessary exposure to the sun between 1000 and 1400.

4.4 Criteria for Establishing Existence of Biological Hazards

4.4.1 Crash Site Level of Contamination

For the purposes of establishing the amount and type of personal protective equipment (PPE) required when entering a crash site, the KNKT has allocated the following levels of contamination to crash sites.

Level Description

3

In this site, the transport vehicle may be intact and the occupants may have survived the accident, but due to injury or other circumstances body fluids may be present in the wreckage.

The Investigator may have to inspect various compartments without entering them, and as such the minimum biohazard protection for this site is to be Level 3 protection.

2

In this site, the transport vehicle may be substantially intact, however, there have been fatalities and there are body fluids and or remains still present within the wreckage.

If the Investigator has to enter confined spaces and body fluids are present within the area in which the Investigator must enter, then the minimum biohazard protection to be used on these sites is Level 2 protection.





Level Description

1 In this site, the transport vehicle has disintegrated and the occupants may have undergone gross fragmentation. There is extensive loss of body fluids and parts and all areas of the site are to be considered contaminated. The minimum biohazard protection to be used on these sites is Level 1 protection.

Evidence of any liquid, semiliquid and dried blood, other bodily fluids, and fragmented and otherwise unrecognizable bone, tissue, or internal organs constitutes a requirement to regard the evidence as a biological hazard.

In addition, any item considered to have been contaminated or suspected of having been contaminated with the above will also be considered as a biohazard. For example, an enclosed cockpit area or control room could be considered as a biohazard area while cockpit instruments, restraint systems, seats, and so forth could be considered as biological hazards.

4.4.2 Levels of Protection

The table below provides the levels of protection to be used based on the level of contamination to the crash sites.

Level Description

3 Level 3 Protection is the base level of protection and should be used at all occurrences as a matter of course.

This level of protection includes:

• Inner gloves under work gloves

• Eye protection

• Dust mask (if area has potential for airborne contamination).

2 Level 2 Protection is to be used in those areas that require some part of the Investigator to enter a space that is contaminated with blood, body fluids or other human remains.

This level of protection includes all Level 3 protection plus:

• Boot covers

• Biohazard protective coveralls.





Level Description

1 Level 1 Protection is to be used in those areas that are grossly contaminated with blood, body fluids, or human remains.

This level of protection includes all level 3 protection plus:

• Full biohazard protective coveralls

• Inner gloves under work gloves

• Eye protection

• Dust mask or similar respiration filter

• Boot covers.

The site that is declared a Level 1 biohazard area will usually have a controlled entry and exit point and there will be procedures and personnel in place to ensure that contaminated materials are disposed of properly.

4.5 Selecting PPE

The PPE to be used during investigation are varies depend on the condition as described in the subchapter 4.4.1 Crash Site Level of Contamination. In tropical climate like Indonesia, precaution against sun burn is always required to be considered as well as weather condition such as hot or rain.

4.5.1 Disposable Inner Gloves

Disposable inner gloves should be durable even though they are worn under leather or kevlar outer gloves. As a general rule they should be a minimum of 0.5 millimeters thick hypoallergenic and preferably a rough finish to provide a better grip.

The disposable inner glove is preferably using the nitrile type for those with latex allergies. The disposable inner glove should be used in any site survey or accessing the site.

Note 1 – The other gloves type should be wear on top of the disposable inner glove to avoid any contamination or infiltration of hazardous substance.

Note 2 – The investigator should consider replacing the disposable inner glove if removed.

4.5.2 Heavy Work Gloves

Heavy work gloves should be as durable as practical and provide the hand, wrist and forearm with puncture and abrasion protection.

Currently, leather gloves are the most common type in use. Additional types that may prove useful are made of Kevlar and similar materials.

The heavy work gloves should be utilized during accessing the wreckage especially accessing the sharp wreckage.

Note – The detail of glove selection and usage is described in the Appendix 9.2 in this guideline.





4.5.3 Protective Goggles

Protective goggles should encapsulate the eyes to protect them from liquid or particulate contaminants. They should seal around the top bottom and sides. Regular safety glasses are not an acceptable substitute in those areas where there is considerable blood and body fluid contamination. Goggles fitted with a one-way check valves or vents have proven most satisfactory

4.5.4 Disposable Liquid Resistant Coveralls

Disposable liquid resistant coveralls should be durable and be ordered to be a large fit. When possible, suits should be ordered with elastic type hood rather than drawstrings, and elastic pants cuffs not booties. Alterations and proper fit can be made using duct tape which can also be used to patch tears.

A disposable liquid resistant coverall may create problems of heat build-up within the suit, which can make working conditions uncomfortable for the wearer. This can lead to a decrease in productive on-site work. They are considered suitable when there is no alternative available.

The coverall which have a design to ‘breathe’ that may improve comfort in hotter climates is more acceptable.

4.5.5 Protective Boots/Disposable Shoe Covers

Leather work-boots are acceptable however they must be adequately decontaminated prior to leaving the biohazard area and packed for return to the office. Repeated decontamination of this type of boot may cause premature wearing of the footgear.

Disposable shoe covers made of polyvinyl chloride (PVC) are also available.

The preferred footwear to use in biohazard areas is a gumboot (ankle boot). These provide additional protection to the leg of the wearer as they are taller than a normal boot. They are also likely to survive repeated decontamination.

4.5.6 Decontamination Chemicals

Currently, two chemical types are generally used to decontaminate PPE prior to leaving the accident site.

Isopropyl alcohol of a strength of 70% is effective and can be purchased in both liquid and gel form.

The most effective decontamination method is to use a mixture of common household laundry bleach mixed in a 1:10 v/v ratio with water. Bleach so mixed has a shelf life of a few weeks so it is advisable to mix it fresh in the field. Never mix alcohol and bleach.

Based on the particular circumstances of an accident scene it may be advisable to dispose of all protective equipment after use.

4.5.7 Biohazard Disposal Bags

Biohazard disposal bags are required to be used by anyone involved in the investigation that is discarding contaminated PPE.

The bags are labeled with the Biohazard symbol and a warning label.





4.5.8 Breathing Apparatus

For serious contamination problems a breathing apparatus should be used. The breathing apparatus shall be equipped with a Fan-supplied Positive-pressure Breath-responsive Respirator (FPBR). An FPBR draws contaminated ambient air through air-purifying filter media and supplies it to the user face mask. The user breathing demands to ensure positive pressure in the mask at all times and provides effortless breathing even during hard work.

Features of the breathing apparatus include:

a. Dual filters provide protection against chemical toxins and biological materials;

b. Long filter life;

c. Unit normally carried on backpack (supplied) and is lightweight 2-3kg;

d. Visual and audible alerts of low battery, mask pressure, end of filter life and other events;

e. Warning light in user field of vision;

f. Mask demist function;

g. Microphone in the face piece is connected to external loudspeaker for clear voice communication;

h. Battery lasts for 4-5 hours light work and can be changed without taking off respirator (2 hours recharge of battery).





5 GENERAL SAFETY PRECAUTIONS

This chapter provides information and guidelines on the Work Health and Safety (WHS) precautions required at an occurrence site.

5.1 Accident Site

The accident site can be defined as any of the following sites associated with an accident:

a. A site containing the transport vehicles or any of its wreckage

b. A site where there is an impact point associated with the accident

c. If the accident involves destruction or serious damage to property (other than the transport vehicle), a site containing that property or any of its wreckage

d. Any area around the site as the Chairman determines to be reasonably necessary to facilitate the investigation of the accident and for securing the site.

5.2 The Investigator-in-Charge Responsibility

The Investigator-in-Charge (IIC) is directly responsible for the welfare of the investigative staff, and is able to demand that they follow precautions and procedures of WHS, hazard at accident site and PPE application as described in this guideline. The IIC is equally responsible to ensure that all other persons, who are permitted access to the site, are made fully aware of the hazards, contamination and other risks associated with the site.

Although the IIC is responsible for the safety of personnel assigned to the investigation team, all investigators must be familiar with precautions and procedures of WHS, hazard at accident site and PPE application as described in this guideline and must take every precaution to prevent personal injury.

The IIC shall determine the appropriate investigator and other approved personnel (if any) to enter the crash site considering the aspect as described in the subchapter Team Selection and the subchapter of WHS and Hazard at Accident Site.

In a Major Investigation when the IIC have complex tasks, the IIC may assign the Investigator or KNKT personnel as Safety and Security Coordinator to handle the safety and security of the accident site. The IIC or the Safety and Security Coordinator should ask each individual if they are aware of any medical or physical reasons why they should not be permitted into potentially hazardous areas or exposed to physical exertion.

In addition to being aware of the current condition of the site, the IIC or the Safety and Security Coordinator needs to be aware of the physical condition of the participants in the investigation. Especially when reaching the accident site required significant physical activities, such as long walk, hike or water operation.

While the IIC delegate his duty to control safety at the accident site to other investigator the IIC is maintain responsible for the welfare of investigator, contractors and volunteers while on-site, and is able to direct that they follow all WHS precautions and procedures. The IIC is also responsible for ensuring that all other persons, who are permitted access to the site, are made fully aware of the hazards, contamination and other risks associated with the site.





5.2.1 IIC Responsibilities for Site Safety

The IIC, at every occurrence, must ensure that:

a. Hazardous materials, hazardous objects and hazardous conditions both physical and psychological have been identified;

b. Site Safety and Security Coordinator is available (if necessary) in major accident investigation

c. Expert assistance is sought as required to assist in the handling of radioactive material or dangerous goods;

d. Appropriate protective clothing and safety equipment is available at the occurrence site;

e. The protective clothing and safety equipment is used effectively;

f. An adequate first aid kit, or first aid attendants and fresh water supply are provided;

g. Adequate inter-site and intra-site communications are established;

h. Suitable transportation is available for medical evacuation of site personnel;

i. A log of personnel movement at an isolated occurrence site is maintained;

j. A record of any injuries which occur on site and the first aid treatment/action taken is maintained.

5.2.2 IIC Responsibilities for Team and Non-team Members

When the KNKT has taken control of the site, the IIC must ensure that:

a. Non-team members are or have been warned of hazardous and other conditions they are likely to encounter at an accident site

Note - Non-team member may mean persons who will access the site or it may mean media and other groups are given limited access to areas of the site during the investigation prior to KNKT arrival.

b. Team members have been briefed by a qualified person, on the possible critical incident stress conditions and methods of dealing with it

c. Team members have been briefed on the location of known or suspected hazards and dangerous goods, and the proper procedures to be followed

d. Personnel have been properly trained to use potentially hazardous equipment

e. Staff employs safe practices when examining and removing wreckage.

5.2.3 Site Safety and Security Coordinator

In major accident investigation, KNKT personnel or (an appropriately qualified person or persons from another organization) is assigned as the Accident Site Safety (and Security, as appropriate) Coordinator, who shall responsible for accident site safety and security matters, and to oversee all team member condition including the personal protective equipment and its use.

The Site Safety and Security Coordinator shall have completed the courses listed below:

a. Site Safety and Security;

b. Hazard Awareness at an Accident Site; and

c. Blood borne Pathogen Awareness, which includes the selection and use of appropriate personal protective clothing (PPE).





The Site Safety and Security Coordinator will be empowered by the IIC to specify the safety conditions to be complied with to all personnel working at the site. The Site Safety Coordinator should ideally be an elected Health and Safety representative; however, there will be cases when this will not be possible. In these cases the Site Safety Coordinator will co-ordinate any work health safety matters with the relevant Health and Safety experts.

The Site Safety and Security Coordinator will be conversant with, and have sufficient authority to enforce the provisions of the KNKT standard. The Site Safety Coordinator will also have absolute control, in the first instance, to prohibit entry to the site, to stop work on the site, to establish exclusion zones and to eject persons from the site on the basis of reasonable safety concerns.

The IIC or the designated accident Site Safety and Security Coordinator shall be deployed to the accident site in advance of the investigation team members in order to assess the accident site for identified or potential hazards. At a major accident site the Site Safety Coordinator will establish an on-site facility to coordinate safety activities.

Before any KNKT accident investigation team member enters the accident site, the Site Safety and Security Coordinator shall brief the investigation team on all identified or potential hazards, and shall establish appropriate safety practices to ensure compliance with the provisions of KNKT Safety at Accident Site Guidelines.

5.3 Secure or Release Wreckage

When the KNKT arrives on site, the IIC or Site Safety and Security Coordinator will either secure the wreckage, in the event that it will be required by the KNKT as part of the investigation, or release it to the owner, if it is not.

5.4 Personal Safety

Personal safety at the occurrence site is a combination of common sense, proper procedures and a cooperative team approach.

Personnel taking part in investigative work are at greatest risk while performing their duties at an accident or incident site. This applies equally to non-investigative personnel such as those from the media, police, emergency, utility and other State or Government personnel.

The Investigators must exercise caution and use all appropriate personal protective equipment. The Investigators should have a prepared PPE kit containing sufficient equipment appropriate to the required duration of work at a particular site as described in Chapter 4.





5.5 General Safety Considerations

5.5.1 Specific Precautions

Under normal circumstances, the Investigators must not travel to, and work at, an accident site unaccompanied. For example, the Investigator should be accompanied to the site by one or more of the following:

a. Another investigator;

b. A consultant (engineer, pilot, etc.);

c. A member of the accident aircraft crew;

d. Other appropriate person.

If in the rare situation that the Investigators have to work alone at an occurrence site, they must ensure circumstances adequately provide for their personal safety.

5.5.2 Physical Condition of Investigator

Each investigator should be aware that in certain accidents, the on-site conditions can be quite arduous and as such the Investigator should maintain an adequate level of physical fitness. Also to reach the accident site may require certain level of physical fitness.

Individuals with limiting conditions may be assigned to less rigorous duties such as maintenance records, crew records, or interviewing. As the investigation progresses it may be necessary to make other assignment changes as the participants respond physically and emotionally to the demands of the duties.

Staff should not expect to switch from 8-hour office day to a long day in the field without suffering some ill effects or even endangering themselves, and should thus ensure they undertake some form of regular physical conditioning.

5.5.3 Eating and Sleeping Routines

Normal eating and sleeping routines should be maintained, if possible.

A nourishing breakfast should be eaten, snacks and fruit taken too, but not within the confines of the accident site. The use of alcohol, sugar and fats should be limited.

Eating and drinking while within the boundaries of the crash site is strictly prohibited. Staff should eat when they have the opportunity. This may mean that the Investigator has to leave and re-enter the site on numerous occasions. This in itself will provide breaks from the rigors of the on-site investigation, which will assist in psychological health.

5.5.4 Leaving Site

Once investigation activities have been completed at the site, safety should not be forgotten in the hurry to go home. If tired, don’t drive. Plan to stay an extra night and return the following day.





5.5.5 Vaccinations

All investigators are offered protection against various diseases by undergoing selected courses of vaccinations as per the following table. In addition, prior to deployment to areas where there is a significant risk of exposure to other infectious diseases.

Vaccination Priority

Tetanus toxin To be completed prior to first site deployment and preferably before commencement at the KNKT.

Hepatitis B

Typhoid To be completed prior to any site deployment outside of Indonesia, and within 18 months of commencement at the KNKT. Hepatitis A

Overseas operations may require vaccinations against other diseases however, these may take time to arrange and administer.

The investigator can refuse the offered vaccinations; however, they will be required to decline the offer in writing. This is to ensure that KNKT management has an up-to-date list of investigator vaccinations when they are making decisions to send investigators to accident sites.

5.5.5.1 Responsibility for Vaccinations

All vaccinations are subject to a validity period which differs depending on the vaccination provided.

The investigator vaccination lists and expiry dates are to be monitored by Head of Human Resource and General Affair Sub Division. Upcoming expiry of vaccinations will be notified to individual investigators.

Once notified, it is the responsibility of the individual investigator to ensure that these vaccinations are kept up to date. It is also the Investigator responsibility to provide their team leader with evidence that their vaccinations are current and up to date.

The investigator must be prepared to provide documentation (International Certificate of Vaccination) on their immunization status when on assignments as a representative for the KNKT.

5.5.5.2 Hepatitis B Vaccinations

Hepatitis B vaccinations can take 6 months to take full effect, so it is important to start the course as soon as possible.

Hepatitis B vaccinations are to be verified by a serum test after the first full inoculation course. If no surface antigen is found as a result of this testing, the Investigator should discuss this development with their medical practitioner. Following advice from the medical practitioner and other vaccination challenges, if the person does not sero-covert (develop immunity), then they are to advise KNKT management, who will then implement other risk mitigation strategies.





5.5.5.3 Procedure for Obtaining Vaccinations

Arrangements for vaccinations are initially made on induction into the KNKT. The cost for all listed vaccination, serum analyses, and relevant medical assessments are covered by the KNKT. Other vaccinations and costs are considered on a case-by-case basis.

The Investigators may decline vaccinations. The Investigators who decline any vaccination are to do so in writing. Management will then implement appropriate risk management procedures for these staff when they attend accident sites.

5.5.5.4 Vaccination Requirements Review

The Investigator vaccination requirements are to be reviewed on an as- needed basis (at least annually) to account for changes in investigators potential exposure to inoculable diseases. The review is to be presented to the KNKT WHS Committee.

5.5.6 Personal Hygiene

Some of the most important measures for personal hygiene are summarized and re-emphasized below. There are a number of relatively simple steps that can be taken to protect against hazards at a crash site, particularly those of a chemical and/or biological nature.

a. Do not eat, smoke, drink, use the phone, drive, or go to the toilet, until you have washed your hands. Use antiseptic hand wash.

b. Where practicable, use hot, soapy water to wash hands and face. Dry thoroughly.

c. Change out of your coveralls and boots before you drive, go into the hotel room, or into the command post. Use a boot decontamination/wash area when these are provided. Beware of introducing contamination into a clean environment.

d. Consider using disposable overalls when working around soot, dust, or other potentially hazardous materials.

e. Have a supply of water on site to wash eyes.

f. Use gloves and respiratory protection on site.

Note – Smoking is prohibited at all occurrence sites.

5.6 Duty Hours

5.6.1 Maximum Number of Duty Hours

It is suggested that duty hours should be restricted to a maximum of 11 hours per day, including any meal or other breaks, with a maximum of four 11-hour days before a 24-hour break in order to avoid problems such as stress and fatigue, which can result from the cumulative effect of excessive working hours.

Travel to and from an accident site (in particular self-drive/fly) should be considered as duty for the purposes of assessing stress and fatigue.

Atmospheric and accident site conditions may adversely affect the number of hours that can be worked. Adverse atmospheric conditions can include, but are not limited to:

a. Extended periods in strong sunlight;

b. Temperature extremes;

c. High humidity;





d. Strong winds;

e. Prolonged rain;

f. Snow/sleet;

g. Thunderstorms and other severe weather phenomena.

While on occasion there may be some urgency in getting to an accident site, there should be no urgency to leave it. The time spent on site is influenced by many factors such that the IIC must properly balance the wellbeing of the Investigators with the demands of the investigation.

5.6.2 Energy Conservation

The investigation will be completed more efficiently and quickly when the IIC and the group leaders take steps to conserve the energies of the participants.

As soon as the investigation is under control, attempts should be made to adhere as much as possible to the regular workday. This not only allows for controlled expenditure and restoration of energy, it provides the opportunity to consolidate, document, and prioritize each day work and to coordinate activities for the next day.

5.6.3 Sensory Overload

Sensory overload should be avoided by prioritizing tasks and following a planned approach. Staff should not try to do too much at one time. Tasks can be delegated to other investigators and ancillary staff.

5.6.4 Night Operations

Night operations at a KNKT controlled accident site will normally be restricted to the minimum required to ensure site safety and security.

5.7 Team Selection

The level of a person physical fitness will be taken into account when selecting members for an accident site when it is known that extreme conditions are likely to apply.

The level of a person physical fitness impacts on their ability to cope with hot conditions. The Investigators with pre-existing medical conditions are potentially more susceptible to heat illness. This includes conditions such as:

a. Cardiovascular or respiratory disease;

b. Obesity;

c. Gastroenteritis;

d. Fever;

e. Viral illness;

f. Metabolic disease such as diabetes.

Additionally, the size of the team should be appropriate for the amount of work and the time available to do it (particularly when a site needs to be cleared within a short period of time), along with other aspects of the work environment such as difficult terrain.





6 SITE MANAGEMENT

6.1 Securing the Site

The site may come under KNKT control’ earlier when it has been declared over the accident site or on any of the wreckage but this does not technically prevent a person from entering an accident site.

Emergency services are not prevented from carrying out their duties. Permission may also be granted to other people who need to access the accident site while it is secured by the KNKT. This allows for the emergency responder to have responsibility for the accident site until it is physically handed over to the KNKT.

Note – Once the site has been handed over to the KNKT it becomes a KNKT workplace.

Under the Indonesia Law number 1 of 2009, article 262 (2), the security protection of the accident site may be revoked when on-site investigation has been terminated. However, it will not be acceptable for the KNKT to release the accident site or wreckage prematurely in order to avoid any injury to public.

6.1.1 Site Assessment

An accident site presents a number of potential hazards, which should be identified in an initial site review. Terrain, environmental conditions, wreckage, and hazardous materials such as chemical, explosive, and/or biological contamination may cause serious physical injury to the Investigators and other personnel involved in activities at the occurrence site.

This requires appropriate procedures to be established and followed. Further information on specific hazard procedures is contained in subchapter Hazard at Accident Site.

It is probable that the aircraft manufacturer, operator and dangerous goods consignor will be requested to supply persons and or resources to advise the IIC/Site Safety Officer on possible hazards associated with the aircraft or its cargo.

The generic operational safety plan or site assessment should minimum as follow:

a. Identify location and description;

b. Identify all operational tasks;

c. List identified and anticipated hazards;

d. List control measures;

e. Identify who will take action and implement control measures;

f. List hazardous material or dangerous goods and their containment measures and mitigation options;

g. Plan for and identify circumstances that may require emergency termination;

h. Plan for emergency procedures and contacts in response to post accident hazards;

i. Identify an off-site administrative unit to provide periodic briefings and to solicit public inquiries so as to minimize non-operational personnel in the accident site;

j. Brief personnel on safety plan during pre-operation briefing;

k. Identify a central administrative point of contact for processing needs of the Investigators and collecting information on requests for assistance;





l. Designate a specific place and time for a daily (or more frequently if required) meeting of all accident site personnel;

m. Have a post-operation debrief to identify problems, evaluate injuries, and assess coordination with outside agencies;

n. Establish post-op panel to modify operational safety plan based upon new recommendations; and

o. Keep a copy of form with operational file.

If necessary, whenever the Investigator has been appointed as accredited representative, the information of dangerous good or other safety matter can be requested to the State conducting the investigation.

6.1.2 Additional Buffer Zone

In considering what is reasonably necessary to facilitate the investigation, the IIC or the Investigator would take into account whether an additional buffer zone is required to protect the investigation team and any people outside the accident site from additional hazards that may be present.

6.1.3 Emergency Services Personnel

There should be close cooperation and communication between the emergency services personnel and KNKT personnel in an effort to minimize damage to existing evidence.

The IIC or the Investigator should also attempt to provide the emergency services personnel with advice on known hazards that may exist at the site. If possible this should be done prior to the KNKT arrival.

6.1.4 Site Briefings

As part of ensuring safety, a pre-entry briefing is conducted for all personnel entering the accident site. The intent of these briefings is to inform all investigator, participants, observers and approved visitors of the potential hazards, including potential hazards that may be present at the site. The pre-entry briefing will:

a. Not normally be conducted on a personal basis

b. Be programmed to occur at regular intervals.

Debriefings will be provided for the Investigator, participants and observers following the on-site phase. Debriefings will not normally be provided to visitors.

6.1.5 Accident Occurring in an Aerodrome

In the event of an accident occurring in an aerodrome, it is assumed that the aerodrome operator and the ARFF Commander will have joint responsibility for work health safety at the accident site until control of the site is handed over to the KNKT.

Once the site is handed over, the KNKT and the aerodrome operator will have joint responsibility until the site is handed back to the aerodrome operator. The IIC or the Investigator will have responsibility for the accident site while the aerodrome operator will maintain responsibility for the property around the accident site.

6.1.6 Accident Occurs Outside an Aerodrome

If the accident occurs outside an aerodrome, the work health safety responsibility rests with the local police commander until they hand the site over to the KNKT. If the accident occurs in mountainous area or in water, the IIC or the Investigator





should consider the general work health information in subchapter mountain or water operation.

Should the accident occur in the outside aerodrome, the IIC or the Investigator should consider the additional hazard (other than hazards as described in chapter 3) which may be emerge during the investigation including the hazard in the urban area. The hazards of urban crash sites include but are not limited to the following:

a. Downed power lines

b. Leaking natural gas

c. Propane

d. Heating oil

e. Other inflammable liquids or gases

f. Asbestos products

g. Illicit activities

h. Buildings that have become structurally unsound.

6.2 Managing Site Safety

Managing the risks at an accident site is an ongoing process that extends beyond the initial site assessment. New risks can emerge while conducting on-site activities, which mean that the IIC and the investigation team need to continually monitor and review the on-site environment.

The following definitions depict the ongoing nature of on-site risk management:

Awareness: Gathering all available information about an investigation site that will assist in identifying the on-site hazards and making informed decisions about them.

Identification: Using the information to identify likely hazards that could cause injury or illness to people at the site.

Assessment: Assessing and documenting the identified hazards and evaluating the impact they could have on the safety of the investigation.

Management: Implementing risk controls such as engineering controls, work practices or other appropriate measures to reduce the risks associated with the identified hazards to as low as reasonably practicable.

Re-evaluation: Monitoring the effectiveness and appropriateness of any risk control and being mindful that new risks may emerge during the on-site phase due to an investigation site being a dynamic environment.





6.3 Site Security

Site security is important in terms of both safety and evidence security.

6.3.1 Site Securing Responsibility

If the accident occurred in the airport perimeter, the airport operator is responsible to securing the evidence. If the accident occurred outside the airport perimeter, the site will normally be secured by the local police or local authority.

6.3.2 KNKT Control

When the accident site is secure and the emergency service personnel have completed their task, the personnel who securing the accident site will hand the site over to the IIC or the Investigator. From that point on the IIC or the Investigator will be responsible for controlling the site.

Upon controlling the site, the IIC or the Investigator will assess the site for any imminent hazard and determining the PPE requirement. In the major accident investigation, the Site Safety and Security Coordinator shall responsible to assess the accident site.

6.4 Site Access

In order to limit exposure to potentially hazardous situations, only personnel who have a designated need to be on site as part of the investigation team will be allowed access to the actual accident site for any extended period.

Investigation team personnel will include:

a. The Investigator directly involved in the investigation

b. KNKT-employed participants

c. Approved participants (including accredited representatives)

d. Approved observers.

e. Authorized personnel or personnel under escort

Basically access to the site will only be available to authorized personnel or personnel under escort. When other personnel (other than investigation team) are being permitted access to an investigation site, all investigation work is to cease for the duration of their visit. This is to minimize the risk of hazards to these people while they are on the site. It also permits Investigator or KNKT personnel to observe the visitors to the site to ensure that they do not enter hazardous areas inadvertently.

To be authorized, a person must:

a. Have a need, and approved by IIC or Site Safety and Security Coordinator or the Investigator to be on the site

b. Have completed the participant or observer agreement (if relevant)

c. Have been issued with a site pass (for major accident investigation)

d. Have received a pre-entry briefing

e. Have the required safety equipment.

Media and other non-team personnel may be allowed access to the site as visitors, in restricted numbers and for short periods. This will be at the discretion of the IIC or Site Safety and Security Coordinator or the Investigator.





6.4.1 Visitors

Visitors can only enter the site if:

a. The IIC has granted approval;

b. They have received a pre-entry briefing on the possible hazards;

c. They are escorted at all times by the Investigator or KNKT personnel.

6.4.2 Entry and Exit

Entry and exit must always be via the entry point controlled by the IIC or Site Safety and Security Coordinator or the Investigator.

In the major accident investigation, the Site Safety and Security Coordinator is to ensure that a log is kept indicating when personnel enter and leave the site.

6.5 Assessing the Risk

Indonesia is located at tropical area which has hot and humid air and high risk on dehydration. Some precautions are to be considered to prevent dehydration.

6.5.1 Water

Ensure a sufficient amount of drinking water is available. If possible additional water to wet down face and to submerge cooling vests in (if logistically practical).

A general rule of thumb for fluid replacement in hot working conditions is to drink a minimum of 250 ml of water every 30 minutes. Alcohol, coffee, tea, and soft drinks should be avoided or at least minimized as fluid replacement. Electrolyte supplements may be beneficial, but only those that contain natural sugars.

If work in high temperatures is anticipated, consider freezing some water (but not all) overnight to keep it cool.

6.5.2 Rest Areas

On arrival to a site in which conditions are hot and/or humid the IIC will, prior to any work beginning, establish a rest area, where possible shaded either by natural means or erected specifically. Rest areas should be outside the accident site, but not far from it.

6.5.3 Rest Breaks

Rest breaks should be frequent and regular and involve fluid replacement and body cooling. At higher WBGTs, have longer and more frequent breaks or perform less strenuous work.

6.5.4 Work during Cooler Parts of Day

Where practical, work should be scheduled for times outside the maximum sun intensity (11 am to 2 pm local time).

High levels of physical activity should be confined to the cooler parts of the day, for example, early morning.





6.5.5 Clothing

When possible, clothing should be lightweight, light colored and loose fitting. The fabric should be an open weave, natural fiber (for example, cotton or a composite fabric) with adequate ventilation characteristics. A wide brimmed hat made from natural fibers in a light color should be worn. Sunglasses and sunscreen should be used. Due to sweating (which may be extensive) sunscreen will need to be re-applied regularly and liberally.

Evaporative cooling vests can be placed over clothing during rest periods but are less effective with increased humidity. It is not advised to wear the vests full time due to factors such as:

a. The additional weight of the vest

b. The risk of becoming over reliant on the vest

c. If the vest should become unavailable or unusable the potential for heat illness increases.

Take into consideration protective clothing, disposable overalls which do not breathe like cotton clothing, gloves and masks. The need to wear these protective items will increase the potential for heat stress. More frequent rests and fluid intake may be required.

6.5.6 What to Do in Case of Heat Stress

If someone you are with develops heat exhaustion:

a. Get the person to a cool shady area and lay them down;

b. Loosen tight clothing and remove unnecessary garments;

c. Sponge with cold water.

d. Give cool water to drink if they are fully conscious;

e. Seek immediate medical aid if they vomit or do not recover promptly.

If heat stroke is suspected:

a. Apply cold packs or ice to areas of large blood vessels (neck, groin and armpits) to accelerate cooling. If possible, cover the person with a wet sheet and fan them to increase air circulation. Stop cooling when they feel cold to the touch.

b. Seek medical aid urgently.

c. When the person is fully conscious, give fluids (in sips to prevent vomiting).

6.6 Biological Hazard Site Management

The emerging biological hazard as result of accident have potential hazard to the Investigator or other personnel during the investigation. The IIC, Site Safety and Security Coordinator or the Investigator is responsible for the safety of the Investigator or personnel assigned to the investigation team. The IIC shall familiar with precautions and procedures of WHS, hazard at accident site and PPE application as described in this guideline and must take every precaution to prevent personal injury.

IIC shall conduct the site assessment as described in the Site Management before determining the appropriate investigator and other approved personnel (if any) to enter the crash site considering the aspect as described in the subchapter Team Selection and the subchapter of WHS and Hazard at Accident Site.





The IIC shall manage the existence of all personnel in the accident site including determining the perimeter, clean and dirty area, entry and exit procedure or other relevant aspect related to the site management.

6.6.1 Presence of Non KNKT Personnel on Site

When the site is under KNKT control, non KNKT personnel should only be allowed access into an area designated as a biological hazard area if they are considered essential to the investigation and after they have acknowledged being briefed on the potential risks involved. These persons should conform to the KNKT PPE standards.

Non KNKT personnel who wish to enter an accident site should provide the IIC with evidence that they have completed Blood-borne Pathogens Awareness training. Production of a current Blood-borne Pathogens Training card will be evidence of having completed this training.

Personnel may produce evidence of undergoing Blood-borne Pathogens awareness training from other providers. The training should be provided by an organization knowledgeable about the hazards present at accident sites. Blood-borne pathogens awareness training from a health care provider does not meet the criteria for unescorted entry to accident sites.

In all cases non-KNKT personnel are to show evidence of current vaccination status against Hepatitis B prior to entry to the accident site.

Non-KNKT personnel that do not have the appropriate requirement to enter the accident site that biological hazard is imminent are not to be left unescorted and shall use the appropriate PPE in the designated biohazard area on an accident site.

6.6.2 Training and Education

The ability of the Investigator to make an informed assessment of the exposure risk is the result of a training and education program. In this role, all investigators must:

a. Be familiar with this Exposure Control Plan;

b. Have attended the blood-borne pathogens training sessions;

c. Know which tasks have occupational exposure;

d. Plan and conduct all operations in accordance with sound work practice controls;

e. Understand and practice good personal hygiene habits.

6.6.3 Initial Site Assessment

Each accident scene is unique and by its nature is disorderly.

The accident site must be surveyed by the IIC or Site Safety and Security Coordinator (in major accident investigation) or the Investigator and, if appropriate, local officials as soon as possible to determine the existence, location(s) and size(s) of any biohazard area. The intent is to:

a. Establish the biohazard nature of the wreckage;

b. Make an assessment of the:

1) Exposure risk

2) Requirement for personal protective equipment (PPE)

3) Requirement for limiting access to the site.





Physical contact with the wreckage evidence should be limited and accessibility to the wreckage and environmental conditions considered.

Precautions shall be taken during the initial site assessment regarding the proper use of PPE.

Where biohazards are suspected to exist, as a minimum, the Investigators shall wear inner gloves under utility gloves and boots during the conduct of this initial site examination. If it is determined that blood or body fluids are present, additional PPE may be required as directed by the IIC or Site Safety and Security Coordinator.

6.6.4 After the Initial Assessment

After the initial assessment of the biohazard nature of the accident site, the requirement for more or less PPE will be determined by the IIC or Site Safety and Security Coordinator. In addition, site entry and exit procedures will be established to suit the circumstances.

Use of tools such as On-site risk assessment matrix and summary to assess and document the hazards and risk mitigation measures will assist in this process.

If a biohazard exists, the level of hazard (Level 1, 2, or 3 as described in subchapter 4.4.2) will be established, the site (or portions of the site) will be secured and a point of entry/exit established. The contaminated area will be clearly marked and an appropriate biohazard placard placed at the point of entry.

6.6.5 Entering and Exiting the Contaminated Area or Site

The following actions should be taken when entering or exiting the contaminated area of the accident site:

a. Only essential persons wearing adequate PPE will be permitted on site or within the area designated by the IIC or Site Safety and Security Coordinator. A minimum of two personnel in PPE is required to work on a composite contaminated site ideally with a third person standing by to assist with removal of PPE when required and to monitor weather/wind conditions.

b. Avoid excessive disturbance of the dust when moving about on-site to minimize airborne particulate fibers and dust.

When exiting the accident site, significant de-contamination will be required for all items and personnel that have entered the area designated by the IIC. Consideration must be given to the location and logistics required for de-contamination. For specific requirements relating to de-contamination refer to the specific section later in this document.





6.6.6 Site Entry Procedures

It is standard practice to establish a security perimeter around an accident site, and to designate the boundaries with, for example, police type ‘do not cross’ tape. Using this security barrier, the entire site can be identified as a biohazard area, or selected sections within the site may be identified as biohazard areas. It is imperative that access to such designated areas be limited to individuals who have been trained or briefed, and who are wearing the appropriate PPE.

Depending on the circumstances, biohazard site entry procedures can range from a quick briefing for on-site workers to controlled entry checkpoints with more structured procedures. For a remote accident where site access will be restricted to a limited number of KNKT, coroner or police personnel, a short ‘reminder’ briefing and a confirmation of equipment availability may be all that is required. For accidents where there is a need for others to attend, for example, the operator maintenance personnel, there may be a need for more structured procedures to keep the untrained away from potentially hazardous areas and to ensure everyone is protected and supervised.

6.6.6.1 Informal Procedures

There are many investigations, for example, in the case of accidents in areas that are remote or difficult to access, where only a limited number of people will work at the site. Typically, all will be trained professionals, for example, investigators, search and rescue personnel or police. If the personnel are experienced it may not be necessary to establish cumbersome and/or restrictive site entry procedures. However, it is always appropriate to ensure that everyone has the proper PPE, and that this is used in those areas that are declared bio-hazardous.

In the above circumstance, an acceptable procedure for the IIC or his/her delegate would be to brief all personnel on:

a. The extent of the biohazard threat as determined by a thorough site inspection;

b. The need to protect themselves and others;

c. The minimum acceptable amount of PPE that must be used (based on the individual site circumstances);

d. The requirement to be informed of anticipated shortages in PPE or other WHS related materials;

e. Any procedures/equipment available for cleaning, decontaminating etc. (for example, chlorine bleach solution);

f. Procedures for disposing of or de-contaminating protective clothing/footwear etc.;

g. Plans for packaging and/or transporting contaminated wreckage;

h. The need to report any potential exposure to the IIC/Site Safety Coordinator.

Devise a work-plan within the group to ensure the minimum risk to the fewest people, that is, by limiting the number of individuals who will work in the designated biohazard area(s).





6.6.6.2 Formal Procedures

Many (even non-major) accident sites will require more formal and structured procedures for site entry. Once again the IIC, in conjunction with local officials, is expected to determine the extent of the threat and implement appropriate procedures to reduce the risk of exposure. Typically, more formal procedures would be required for accidents where the biohazard threat is not localized (for example, outside the cabin or cockpit or control room), or accidents where the investigation involves a large number of investigators and/or observers.

Acceptable procedures for site entry for this type of occurrence would include, (in addition to briefings previously outlined):

a. Establishing and staffing a single point of entry to monitor and control access;

b. Ensuring biohazard area(s) are prominently marked;

c. Ensuring that only properly trained people with appropriate PPE are allowed to work in the biohazard area(s);

d. Implementing procedures to escort and protect others who may have a need to visit or be around the site;

e. Arranging (as necessary) for an appropriate supply of protective equipment to be readily available at the site entry point.

6.6.7 Site Exit Procedures

As with site entry procedures, appropriate site exit procedures will vary in their degree of sophistication according to the nature of the accident, the size and complexity of the investigation, and the conditions at the site. In all cases, it will be necessary to ensure that potentially contaminated material on individuals or equipment exiting from a designated biohazard area is either treated and made non-hazardous, or properly secured and/or enclosed for transit.

If there is a requirement to break from the conduct of investigation duties, for example, to take care of any personal needs, the Investigator should be decontaminated.

6.6.7.1 Informal Procedures

Informal procedures may be appropriate for those accidents where the only people on site will be experienced investigators and trained professionals (for example, coroner and police). Even in such a situation, it is appropriate to brief everyone on the necessity to follow appropriate site-exit procedures that will eliminate any potential hazards.

In the above circumstances, an acceptable procedure would be to brief all personnel present on the procedures to ensure that all personal items, including clothing and equipment, are decontaminated or otherwise neutralized (properly contained/packaged etc.) upon leaving the site:

a. Procedures for decontamination and/or disposal of personal protection equipment;

b. Any special procedures deemed necessary due to local conditions;

c. The need to follow proper procedures for transporting materials that cannot be decontaminated.





6.6.7.2 Formal Procedures

More formal and structured procedures may be required at accident sites where the biohazard threat is not localized, or where there is a biohazard threat to a larger number of investigators and/or observers. In such cases, the IIC must ensure that appropriate procedures are followed to eliminate the potential risk as people and equipment leave the site.

Such procedures typically could include the establishment of a designated point of exit where appropriate materials and equipment are available for decontamination, and where designated people are responsible for overseeing the operation.

In addition to briefings (as outlined above), exit procedures for these types of occurrences could include:

a. Establishing and staffing a single point of exit (possibly remote from the point of entry);

b. Ensuring that sufficient materials and methods are in place to make safe any items leaving the site;

c. Ensuring that the method of disposal of any contaminants is in compliance with local regulations.

When there is a need for more formal procedures, the Investigator should consider requesting the assistance of local experts (emergency response organization, fire department etc.). They will have knowledge of local requirements, access to equipment, and may provide people to help at the exit point.

6.6.8 Personal Disinfection and Decontamination

It necessary to ensure that potentially contaminated material on individuals exiting from a designated biohazard area is decontaminated.

Chlorine Bleach Solution

A 10% solution of chlorine bleach in water is an effective decontaminant. The solution should be made fresh daily for it to remain effective.

Washing Exposed Skin

Exposed skin can be wiped with moist towelettes and then washed with soap and water or with the chlorine bleach solution.

Special attention must be given to thorough hand washing after removing inner gloves before eating, drinking, smoking or removing/replacing contacts lenses.

Contamination in Your Eyes

If you get contamination in your eyes (even dried blood contained in dust that has been stirred up), get to the nearest fresh water source and flush out your eyes thoroughly.

Contaminated Clothing

If the Investigator has contaminated clothing that needs to be washed, then they should arrange to have this clothing washed at a facility that is familiar with the washing of biologically contaminated materials. There are many commercial laundries that are familiar with the washing of such items.

When leaving clothing at a laundry the personnel of the laundry should be informed that the clothing is contaminated and care should be taken.





WARNING – Under no circumstances should the Investigator take soiled clothing home to be laundered.

Leather Boots

Decontaminate leather boots by spraying them with the chlorine bleach solution described earlier.

6.6.9 Exposure Incidents

An exposure incident is defined as a specific eye, mouth, mucous membrane, non-intact skin or parenteral (below skin) contact with blood or other potentially infectious materials during the performance of duties, which creates a potential for infection.

In the event of an exposure incident, the following process is followed:

Stage Description

1 The Investigator must inform his/her group leader/IIC/Site Safety Officer as soon as possible of an apparent exposure incident.

2 The Head of Aviation Investigation Sub Committee, in conjunction with appropriate personnel (either internal or external to the KNKT) will conduct an evaluation of the circumstances of the exposure and qualify whether or not it is an exposure incident.

3 If the exposure is classified as an exposure incident, the KNKT will initiate a request for a registered medical practitioner to evaluate and treat the Investigator. If the Investigator does not wish to use the registered medical practitioner then they have the option of using their own personal medical practitioner.

4 When possible, the source individual is identified and source blood collected when the proper consent has been obtained.

5 The employee will be informed of the source blood test results and applicable laws governing disclosure of this information.

6 Counseling and evaluation of any reported illnesses will be provided to the exposed employee.

Note 1 – In the event that it is determined by medical professionals that an exposure incident has occurred, steps will be taken to ensure the individual is provided medical treatment at KNKT expense.

Note 2 – The exposure incident must be recorded listing the time, date, location, witnesses to, the PPE worn and the circumstances of the exposure incident. Measures taken to prevent a recurrence should be cited. Records must be kept of all exposure incidents.

6.7 Composite Fiber Materials Management in Accident Site

Composite fiber exposure as result of accident have potential hazard to the Investigator or other personnel during the investigation. The IIC, Site Safety and Security Coordinator or the Investigator is responsible for the safety of the Investigator or personnel assigned to the investigation team. The IIC shall familiar with precautions and procedures of WHS, hazard at accident site and PPE application as described in this guideline and must take every precaution to prevent personal injury.





IIC shall conduct the site assessment as described in the Site Management before determining the appropriate investigator and other approved personnel (if any) to enter the crash site considering the aspect as described in the subchapter Team Selection and the subchapter of WHS and Hazard at Accident Site.

The IIC shall manage the existence of all personnel in the accident site including determining the perimeter, clean and dirty area, entry and exit procedure.

6.7.1 Initial Actions at the Carbon Fiber Accident Site

The following precautions should be taken on arrival at an accident site where burnt composite fiber materials are present or suspected to be involved:

a. If the wreckage is still burning or smoking: only fire-fighters equipped with Self-Contained Breathing Apparatus (SCBA) should be in the immediate vicinity of the site until the chief fire fighter advises that the area is safe;

b. Helicopters or low flying aircraft should not be allowed to fly or hover within 500 feet AGL above the accident site and no less than 300 meters horizontally;

c. Consideration should be given to the wind direction at an accident site prior to setting up any command posts or site approach paths. Wind direction does change and this should constantly be monitored during the on-site phase;

d. Assess any pre-established command post and it positioning relative to the wind direction and strength at that time. If required, advise the command post controller that it may have to be re-located;

e. The site should ideally be approached from the upwind side, however when downwind access is the only available option investigation personnel should don the appropriate PPE when approaching within150 meters of the accident site. Areas affected by direct and dense fallout from the smoke plume in the immediate vicinity of the site should be evacuated and easily mobile, critical equipment should be moved. This equipment should be inspected and cleaned afterwards;

f. The site should be roped or cordoned off as soon as possible and a single entry/exit point should be established. Consideration should always be given to the spread and extent of contamination based on winds from the time of the accident.

6.7.2 Contaminated Area Boundary

An area, inside which personal protective equipment must be worn should be designated by the IIC. The dimensions of this area will be variable and will be based on ambient weather conditions when arriving on-site. IIC should be aware that these conditions are variable and continual assessment is required. For example, the distance may have to be significantly increased if the wind direction and strength are variable.





6.7.3 Burnt Carbon Composite Fiber Materials and Personal Protection

6.7.3.1 Respiratory and Eye Protection

The breathing apparatus must be used when working at an accident site containing burnt carbon composite fiber material. The breathing apparatus comes with a full face mask that offers positive flow ventilation and eye protection.

WARNING – Under no circumstances should paper-based dust masks be used as respiratory protection against burnt CFRP on the accident site. These simple dust masks do not provide adequate protection against composite fiber hazards.

WARNING – Safety glasses with side shields do not provide adequate protection against composite fiber hazards and should not be used.

6.7.3.2 Body and Foot Protection

The coveralls as provided are required to be worn when working at an accident site containing burnt CFRP material. The coveralls should have a zipper front, elastic sleeves, legs, and hood.

Gaiters are recommended as protection over the standard safety boots and the bottom of the coveralls.

Any openings or attachment points, especially at the neck, face, ankles and wrists, should be sealed to keep out particulates. Tape should be used if deemed necessary.

It should be noted that some suits do not ‘breathe’ and will most likely be uncomfortable to wear in a hot and humid environment. Therefore environmental conditions should be taken into consideration when determining the time period for work tasks when using full CFRP PPE.

For example hotter temperatures will result in shorter work periods and the need for more frequent breaks. Any site conditions with an ambient temperature above 24 degrees poses a significant risk to investigators in CFRP PPE that must be managed carefully to prevent heat stress.

For further information on avoiding heat stress refer to the applicable section in this guideline.

6.7.3.3 Hand Protection

Nitrile gloves underneath leather gloves or a suitable alternative are to be worn. Additional protective sleeves are available for use in areas where sharp edges may be encountered.

Any fiber deposits on the skin may cause local skin irritation that may lead to dermatitis.

As the fibers are extremely fragile, no attempt should be made to remove splinters by tweezers - splinters must be assessed and removed by a medical professional.





6.7.4 Tools and Equipment

Only tools required for the task should be brought onto the site. Tools should be placed into a washable container to transport them to and from the contaminated site. Both the tools and the container must be de-contaminated before removing them off-site. Where possible, cameras and recorders should be kept in plastic bags or suitable waterproof protective cases that can be cleaned.

When Investigator has to use a full set of PPE, consideration should be given to the use of additional personnel to undertake tasks such as photography, note taking etc. The additional person should also be equipped with a full set of PPE, but should not be involved in activities that will bring them into contact with hazardous materials.

6.7.5 Exposure to Composite Fibers

If the Investigator considers they have been exposed to composite fibers they must advise their manager and any treating medical staff of any ill effects they believe are related to their exposure to the composite materials.

Symptoms of ill effects include, but are not limited to:

a. Respiratory tract irritation and reduced respiratory capacity;

b. Eye irritation;

c. Skin irritation, sensitization, rashes, or infections.

Note – The Investigators must also complete an accident incident report detailing the exposure to composite fibers. This report must be handed to the KNKT unit.

6.7.6 Transporting Composite Fiber Parts as Evidence

For transporting composite fiber, coating should be applied to contain the composite. Once the coating is dry, carefully wrap the coated parts and/or material with plastic sheet/film or place in a plastic bag that minimum of 150 microns (0.15 millimeters) thickness. Seal and secure the damaged materials with tape. Generic garbage bags are generally inadequate unless several are used as plies.





7 REMOTE SITES

An occurrence site is considered to be remote if it is located in an area which is more than one hour from a medical facility.

7.1 Decision to Go on Site Investigation

The Chairman, the Head of Aviation Investigation Sub-Committee or the IIC determines whether on site investigation is required for a remote accident site. The consideration includes the access to the accident site, the difficulty if the site condition such as terrain condition, and any other issue. The main point is to ensure the safety of the Investigator and other participant of the KNKT investigation.

The detail of the determining to go on site investigation is described in the KNKT Investigation Guideline.

7.2 Before Proceeding to Remote Site

Before proceeding to the occurrence site, the IIC shall ensure that appropriate official or authority in the area is made aware of the following:

a. The geographical location of the remote occurrence site.

b. The names of the members of the on-site investigation team.

c. The estimated time of arrival back from the occurrence site.

d. Determine the personnel or authority in the base camp to ensure the communication can be made conducted during the visit the remote site.

e. The normal and emergency methods of communication to be used.

f. The actions to be taken by the authority should the investigation team not report at an agreed time or during the emergency. The appropriate authority would be the local police officer, but may also include arm forces and search and rescue officer.

7.2.1 Report to Head Office of Visit to Remote Site

The IIC will report to Head of Aviation Investigation Sub-Committee the names of the members of the team prior to departure to the site. This list must be updated as soon as new personnel are inducted or existing personnel leave the site.

7.2.2 Role of Site Safety and Security Coordinator in Remote Site

One member of the investigation team may be appointed as the Site Safety Coordinator. The IIC will normally assume this role. Members of the team are briefed by the designated Site Safety and Security Coordinator on the basic safety and health rules to be observed while on the site. The briefing should also include the:

a. Location of the nearest medical facility and police station;

b. Procedures to be followed in the event that personnel become lost, or in the evacuation of seriously ill or injured personnel;

c. Location and method of operating any emergency equipment provided or available in the area;

d. Procedure to be followed for identifying and eliminating or minimizing unsafe and unhealthy conditions at the site whether physiological or psychological;





e. Procedures to be followed in the event of injuries resulting from the activity to visit the accident site such as adverse encounters with wildlife, injury during the activity in the accident site, etc.

f. Conduct the communication with the base camp during the visit to the accident site.

7.2.3 First Aid

Before proceeding to remote site or when transportation may not be readily available at any time during activities, the IIC or Site Safety and Security Coordinator should ensure that the following requirements are met:

a. All KNKT members of the investigation team are equipped with personal first aid kits when the number of KNKT personnel at the site exceeds ten persons, an additional larger first aid kit is available to be taken

b. Arrangements have been made for emergency evacuation and communication procedures required to obtain medical advice and/or assistance from the nearest medical facility and that all members of the team are made aware of these arrangements.

7.2.4 Communications

One group of investigators shall be equipped with communication facility during the visit to remote accident site. The satellite telephone should be available for the purpose of emergency situation. Communications is preferably utilizing the radio or mobile phone if the connection is available.

The IIC or Site Safety and Security Coordinator or the Investigator should assign one of the Investigator or local authority to standby at the assigned base camp to maintain communication with the team conducting the accident site visit.

Regularly, at agreed time, the communication should be established between the team visiting the accident site with the base camp. If the communication cannot be established during the agreed time due to encountering situation, the team that visiting the accident site should utilize the satellite phones to contact the assigned personnel at the base camp and mention such situation. The personnel that standby at the base camp should take necessary action to support the team.

7.2.5 Transportation

Transportation should be arranged to ensure that all members of the on-site team could be brought back from the site at the end of the day activities. Delays can be expected when transporting team members to and from remote areas and sites requiring helicopter or other alternative transport support. Consideration should be given in these cases to providing a tent or tarpaulin, extra food and water and basic survival gear.

As weather conditions can change quickly and with little or no warning, this situation should be anticipated especially on wet season. On the basis of the information obtained in the forecast, alterations and additions to the equipment and supplies taken to the site should be made. These alterations should be made on the basis of the worst possible weather scenario.





If the accident site located on a mountain and the Investigators have to walk to the site, assistant may be required to carry investigation tool and equipment. The assistance may be from the local people who have strength and capability, police or arm force staff. When the local people assist the Investigator, they are included as supporting person to the KNKT investigation. The safety of the person is under the responsibility of the IIC or the Investigator.

7.3 At the Remote Site

7.3.1 Shelter and Sanitation

The Investigators are not expected to stay overnight at an occurrence site.

Before commencing on-site activities, a temporary sanitation site should be established and this should be maintained so as not to constitute a health or ecological hazard.

Shelter should also be considered at an accident site when the weather conditions dictate its use, that is, hot or sunny conditions, rain or drizzle.

7.3.2 Food and Water

When necessary, the Investigators should have available sufficient prepared meals for the workday. Food and drink shall not be consumed on the occurrence site. A designated safe area shall be established for the storage and consumption of food and water. Drinking water requirements vary with ambient temperature and sufficient supplies should be taken. In tropical and desert areas the average water consumption for each individual should be doubled to eight liters. Additional water supplies should be arranged if the temperature and conditions require it.

7.4 Further Considerations for Remote Sites

At remote sites, the possibility of unexpected weather, equipment failures or other unforeseen circumstances demand that additional precautions be taken. While it is impossible to stipulate those precautions necessary for every circumstance, carefully consider the provision of further safeguards, such as:

a. Shelter;

b. Emergency food and drinking water;

c. Emergency communications.

_ _ _ _





8 MANAGING THE WRECKAGE

8.1 Wreckage Removal

The IIC is responsible for arranging any wreckage removal and/or salvage necessary for investigative purposes.

It should be borne in mind that the owner or operator is responsible for removal or salvage of wreckage that is not required for the investigation and for the restoration of the site to a safe condition.

In some instances, these two areas could overlap. It is the task of the IIC to represent the interests of the investigation in this regard. This could include liaison with the operator, salvage crews, or both.

If control of the site has been taken, the KNKT remains responsible for site safety until all wreckage not released to the owner has been removed from the site. Once all non-released wreckage has been removed, KNKT no longer has responsibility for the remaining wreckage or the site on which it is located. At this time, any protection orders in place over the wreckage should be revoked. It then becomes the owner responsibility to secure the remaining wreckage and the site.

8.2 Minimizing the Risk

Wreckage removal is always dangerous, cables and chains can break, loads can shift. On occasions, transport vehicles have caught fire, burned, and been destroyed during the wreckage removal process.

Risks can be minimized by using professionals.

a. Keeping the investigation team away from the wreckage during removal, for example, someone may attempt to get back under the wreckage during recovery for one last look at a critical part;

b. Remaining upwind during the move to limit exposure to soot, dust and other airborne materials.

Before leaving an occurrence site, take every reasonable precaution to minimize the risk of injury to any personnel handling the wreckage in the future, whether or not they are authorized to do so.

Advice anyone given the task of wreckage disposal about any hazardous materials involved, particularly advises the landowner or other local person engaged to clean up an occurrence site or area.

The recovery of human remains is the responsibility of the National Search and Rescue Agency (BASARNAS) and will be coordinated through the local authority or local police.

Where relevant, the local authority or local police will control the initial recovery of mail, goods and/or baggage, if it is necessary. The KNKT will provide the local authority or local police with assistance during this phase. This will ensure that evidence is not lost.

The removal of wreckage because it is a danger or obstruction will follow consultation with the IIC or the Investigator.





Wreckage, freight and goods can only be removed from an accident site under KNKT control if:

a. The IIC has granted approval after being cleared by the Site Safety and Security Coordinator or the Investigator;

b. The items have been identified and tagged;

c. Details have been entered in the IIC or Site Safety and Security Coordinator;

d. Items have been released (in the case where it is no longer required) or have been sealed (for transport to a KNKT or other facility).

WARNING – The Investigators should not involve themselves with any aspect of body or body part recovery at fatal accidents, nor should they be involved in the transport and handling of bagged remains.

8.3 Transport of Wreckage

8.3.1 Prerequisite

Before attempting to send wreckage or parts for further examination to a specialist facility, the Investigator must be aware of the following guidelines.

a. Carefully evaluate what items are to be shipped and that the facility where they are going to can handle the size and the type of the item. If the Investigators are uncertain, discuss the matter with the Head of Aviation Accident Investigation Sub Committee.

b. Be familiar with the rules, regulations and current legislation covering the acceptance, packing standards and transportation of cargo including dangerous goods. Information about the transporting of dangerous goods by aircraft is contained in the International Air Transport Association Dangerous Goods Regulations. However some airlines are refuse to carry certain dangerous goods.

c. Most items including dangerous goods can be sent by air if correctly packaged and documented. However, it may be more appropriate to send certain items by road.

8.3.2 The UN Dangerous Goods System

The United Nations Committee of Experts on the Transport of Dangerous Goods has developed recommendations for the classification of hazardous materials. The fundamentals of the system are: a. A classification system according to the predominant hazard of the material that

categorized as the dangerous goods class; b. An internationally recognized label and placard system identifying the hazards

(class and sub-risks); c. A numbering system uniquely identifying specific chemicals or groups of

products with the same hazards that identified as the UN number. d. A mechanism for recognizing the degree of danger or risk that identified as the

Packing Group; e. Requirements for the use of approved, performance tested packaging and bulk

containers.





8.3.3 Dangerous Goods Containers

Dangerous goods must be packaged in approved receptacles. These receptacles need to be in good condition and properly closed to prevent the contents from leaking, spilling or shifting during normal transport conditions.

It is the responsibility of the packager to ensure that every package is correctly marked and labeled in relation to the dangerous goods it contains. The IIC or the Investigator should verify the package to avoid possible hazard that may arise.

Local carriers and airlines usually have staffs that are well trained in the acceptance and documentation of dangerous goods and they will usually assist in filling out the necessary paperwork such as consignment notes, dangerous goods declaration forms and providing the correct labels.

8.3.4 Notify Consignee

The investigator shall inform the consignee the type of dangerous good, size, and weight.

The IIC or the Investigator shall notify the consignee regarding the following matters so that the consignee can make preparations to handle and receive them:

a. the destination of the wreckage whether it is the KNKT facilities or another organization,

b. The size of the goods,

c. The category of the good whether are dangerous or are contaminated in any way.

Also, where possible, the IIC or the Investigator shall arrange for the delivery of the goods to be at a time when KNKT personnel or other organization staff can make preparations and are available to receive them.

WARNING – Do not attempt to ship contaminated or dangerous goods with personal gear or without declaring them because if there were to be an accident or a spill this could have adverse effects on the reputation of the KNKT as a safety-orientated organization.

8.4 Special Situations

In some cases, helicopter support may be required to lift wreckage from inaccessible locations etc. In such cases, the following should be considered:

a. Suitability of helicopters for the task;

b. Crew experience and qualifications;

c. Requirement for a helipad;

d. Removal of obstructions;

e. ATC implications;

f. Availability of fuel;

g. Availability of fire extinguishers.





The IIC or Site Safety and Security Coordinator should ensure that the helicopter crew is properly briefed and equipped to conduct the operation. All personnel involved should be aware of the following major contributors to helicopter accidents:

a. Obstacles in the area, on approach and departure;

b. Snagging sling gear;

c. Poorly prepared landing pad;

d. Incorrect rigging of external loads;

e. Overloading;

f. Improperly trained/briefed personnel.

For more information, see Helicopter Operations in this guideline.





9 APPENDICES

9.1 MOUNTAINOUS ILLNESS

Table 1: Chronic fatigue and effect





Table 2: Dehydration and affect

Table 3: Giardiasis (parasitic) and illness effect

Table 4, Hypoxia and its effect





Table 5: Acute mountain sickness and its effect

Table 6: High altitude pulmonary edema and its effect





Table 7: High altitude cerebral edema and its effect





9.2 GLOVE SELECTION AND USAGES

Glove

material

Intended Use Advantages and Disadvantages

Latex

(natural

rubber)

Any site survey or

accessing site

without touching

the wreckage or

object.

• Good for biological and water-based

materials.

• Poor for organic solvents.

• Little chemical protection.

• Hard to detect puncture holes.

• Can cause or trigger latex allergies

Nitrile Any site survey or

accessing site

without touching

the wreckage or

object.

• Excellent general use glove. Good for

solvents, oils, greases, and some acids and

bases.

• Clear indication of tears and breaks.

• Good alternative for those with latex

allergies.

Note: The latex or nitrile disposable glove should be used before wearing the

glove type below to avoid potential biological or chemical

contamination

Butyl

rubber

Solvent access • Good for ketones and esters.

• Poor for gasoline and aliphatic, aromatic,

and halogenated hydrocarbons.

Neoprene Solvent access • Good for acids, bases, alcohols, fuels,

peroxides, hydrocarbons, and phenols.

• Poor for halogenated and aromatic

hydrocarbons.

• Good for most hazardous chemicals.

Norfoil Chemical access • Good for most hazardous chemicals.

• Poor fit (Note: Dexterity can be partially

regained by using a heavier weight Nitrile

glove over the Norfoil/Silver Shield glove.

Viton Substance access • Good for chlorinated and aromatic solvents.

• Good resistance to cuts and abrasions.

• Poor for ketones.

• Expensive.

Polyvinyl

chloride

(PVC)

Substance access • Good for acids, bases, oils, fats, peroxides,

and amines.

• Good resistance to abrasions.





Glove

material

Intended Use Advantages and Disadvantages

• Poor for most organic solvents.

Polyvinyl

alcohol

(PVA)

Substance access • Good for aromatic and chlorinated solvents.

• Poor for water-based solutions.

Stainless

steel

Kevlar

Leather

Heavy work or

sharp object

• Cut-resistant gloves.

• Sleeves are also available to provide

protection to wrists and forearms.

Cryogenic

Resistant

Material

Leather

Specific use • For use with cryogenic materials.

• Designed to prevent frostbite.

Note: Never dip gloves directly into liquid

nitrogen.

KOMITE NASIONAL KESELAMATAN TRANSPORTASI Jl. Medan Merdeka Timur No.5 Jakarta 10110 INDONESIA

Phone: +62 21 351 7606 / 384 7601 Fax: +62 21 351 7606 Call Center: +62 812 12 655 155 Website: knkt.dephub.go.id/knkt Email: [email protected]

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