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d) the presence of microscopic changes in the lungs relevant to ante-mortem injury, to life
during fire and possibly to such medico-legal questions as survivorship which may
subsequently arise;
e) for medico-legal reasons note must also be taken of the presence of any pre-existing disease
if subsequent compensation claims are to be settled with equity.
Examination of the bodies of passengers can establish a pattern of injuries. Such a pattern may be uniform
or discordant. A uniform pattern suggests that all the passengers were subjected to much the same type and
degree of force. A typical example is the combination of cranio-facial damage, seat belt injury and crushing
of the lower legs associated with passenger tie-down failure in the classic crash situation. Much additional
information may be derived by comparing the pattern of injuries in the passengers with the pattern in the
cabin crew e.g. were the cabin crew braced for an emergency or were they in their normal operating
positions.
In the discordant pattern, one group of passengers may show injuries distinctive from the remainder. This
could suggest some unusual incident and the interpretation of the findings depends to a large extent on
accurate identification and location in the aircraft according to the passenger seating plan. The possibility
of a single body showing a deviation from the norm must always be remembered. It may be the only means
by which a case of sabotage or unlawful interference with the operation of the aircraft is revealed.
RELEASE OF HUMAN REMAINS AND
PERSONAL PROPERTY
Although it is preferable to retain all bodies either until all have been identified or until no further
identifications are possible, bodies should be released to the local or national authorities when possible
provided:
ICAO Preliminary Unedited Version — October 2008 IV-1-15
a) all the information relevant to the investigation has been derived from the cadaver;
b) there is no possible doubt as to the identity of the body.
After identification of all bodies has been established and there is no further need to retain bodies from
the point of view of the accident investigation, it is normally the responsibility of the local or national
authorities to return them to their families with a suitable identification notice and death certificate. (Where
repatriation is required, additional permits and certificates might have to be obtained permitting the
transport of the bodies or remains to other localities, districts or States.)
Regulations vary, but it will often be found that a certificate in the language of the victim’s State, signed
by the pathologist who carried out the autopsy, stating the body’s identity and recording the precise cause
of death, will facilitate repatriation and ultimate disposal.
CORRELATION WITH THE AIRCRAFT
WRECKAGE EXAMINATION
The cockpit
Correlation between the degree of cockpit damage and the degree of injury to the pilot is essential.
Anomalous findings may give a clue to such accident causes as failure of the automatic pilot or attempted
interference with the normal operation of the aircraft. Injuries discovered should be, whenever possible,
related to specific items of equipment in the cockpit. To this end a search should be made for the presence
of blood and other tissues on the seats, instruments and control columns. In certain circumstances it may be
necessary to identify such evidence as being related to specific flight crew members or, conceivably, to
show that the tissues are not human - for example, evidence of bird strike.
The damage to and the general status of the flight crew seats and safety harness should be recorded as
being pertinent to the reconstruction of events in the cockpit at the time of the accident, immediately
afterwards, and to the possibilities of survival and escape.
The passenger compartment
A detailed examination and description of all seats, their attachments, seat belts, and other safety equipment
and surrounding structures should be made. It is a prerequisite to a survivability study. Displacement of
fasteners and evidence on the belts themselves may give an indication of the forces involved. The size of
fastened but torn belts should always be measured. It might be possible to deduce the size of the seat
occupant from such measurement although it should be borne in mind that seat belt adjustments may vary
considerably. Of greater importance, the overall tightness of belts should enable the investigator to
distinguish between a cabin that has been prepared for an emergency landing and one in which the
passengers have been sitting with their belts lightly fastened as a routine. Findings of this nature must
certainly be correlated with passenger seating plans when available and with the results of the autopsy
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Manual of Civil Aviation Medicine 2(134)
