Flight Safety Information November 23, 2016 - No. 233 In This Issue Pence's Plane Landed Midway Down Runway in October Mishap NTSB Issues Investigative Updates for LaGuardia 737 Runway Excursion China to boost aviation sector in Africa Ethiopian Aviation Academy graduates 322 professionals CASA extends ADS-B deadline for private aircraft Rowlett Company Ordered to Stop Making Aircraft Navigation Units rashed Russian MiG-29 ran out of fuel awaiting repairs Canada Buys New F-18s After Canceling Its Order for the F-35 Research Survey Pence's Plane Landed Midway Down Runway in October Mishap U.S. NTSB releases investigative update on New York accident Charter plane skidded off end of LaGuardia runway in rain Pilots of Vice President-elect Mike Pence's charter flight landed almost halfway down the runway at LaGuardia Airport before skidding off the end, according to a preliminary report on the October incident. The U.S. National Transportation Safety Board said the charter flight landed about 3,000 feet (914 meters) down the 7,001-foot runway. Pilots on other planes that had landed previously reported that they had no problems with braking, the NTSB said in the update released Tuesday. The agency didn't release any conclusions about the cause of the mishap. The Boeing Co. 737-700 carrying Pence skidded off the end of a runway at New York's LaGuardia Airport Oct. 27 after landing hard in the rain. No injuries were reported among the 11 crewmembers and 37 passengers on the flight operated by Eastern Air Lines Group Inc. The plane, built in 1998, came to rest near the Grand Central Parkway on the southwestern side of the airport after rolling into a bed of crushable concrete designed to halt runaway aircraft. "When we landed, it was obvious I think to everybody on the plane that the pilots were hitting the brakes very hard," Pence said the next day on MSNBC. "It was about 10 seconds of uncertainty, but we were all fine." Touchdown Point The Flight Safety Foundation, a Virginia-based nonprofit supporting aviation accident reduction, and other safety groups advise pilots to touchdown within about 2,300 feet of the start of a runway the length of the one at LaGuardia on which the accident occurred. Landing too far down a runway was one of the key factors leading to accidents in which planes skidded off runways, according to a Boeing analysis cited by the foundation. The pilots, who were not named in the report, told NTSB investigators that their approach was "stable," meaning that the plane was traveling at an acceptable speed and descending normally. They saw the runway at an altitude about 700 feet above the ground, according to the safety board. While the plane should have been able to stop routinely on the 7,001-foot (2,134-meter) runway -- and other aircraft didn't have problems shortly before the accident -- the NTSB has already identified several factors that may have contributed to the overrun. There was a slight tail wind when the plane landed, according to the NTSB. The winds were within permissible levels at the time. However, that meant the aircraft was traveling faster over the ground than if it was landing into the wind, which would make it somewhat harder to slow down. 'Spoilers' Not Functioning Devices known as spoilers, panels atop the wings that automatically flip up to help with braking once wheels touch the runway, weren't functioning that day, according to the NTSB. The pilots had to activate them manually, which meant they were deployed a few seconds later than normal, according to the NTSB. At the same time, the runway was wet, which reduces the effectiveness of the brakes. Eastern Air Lines was approved for operations by U.S. regulators in 2015 after acquiring the name of the former U.S. carrier in 2011, according to its website. In a separate accident, a 44-year-old FedEx Corp. plane that burst into flames Oct. 28 after landing at Fort Lauderdale, Florida, had an apparent routine touchdown and rolled for about 12 seconds on the runway before one of its landing gear collapsed, the NTSB said. The Boeing MD-10 cargo jet tipped onto its left engine and wing, spilling fuel and catching fire. Both pilots escaped from the plane through a cockpit window and weren't injured, according to the agency. http://www.bloomberg.com/politics/articles/2016-11-22/pence-s-plane-landed-midway- down-runway-in-october-mishap Back to Top NTSB Issues Investigative Updates for LaGuardia 737 Runway Excursion, Fort Lauderdale MD-10-10F Gear Collapse, Fire WASHINGTON - The National Transportation Safety Board issued investigative updates Tuesday as part of the agency's ongoing investigation of a Boeing 737 runway excursion at New York's LaGuardia Airport and a Boeing MD-10 landing gear failure accident in Fort Lauderdale, Fla. Both events happened in late October. Eastern Air Lines Runway Excursion A Boeing 737-700 (registration N278EA), a chartered flight operated by Eastern Air Lines Group, overran Runway 22 during landing at LaGuardia Airport, Flushing, New York, Oct. 27, about 7:42 p.m. EDT. The airplane veered to the right during the overrun and partially transited the Engineered Material Arresting System before it came to a stop on the turf about 200 feet from the runway end. Instrument meteorological conditions prevailed at the time. The 11 crew and 37 passengers, including then vice presidential candidate Mike Pence, deplaned via the airstairs. The flight originated at Fort Dodge, Iowa, about 4:23 p.m. CDT. NTSB investigators document the B-737 involved in the runway excursion. Photo: Peter Knudson/NTSB Initial findings include the following: - The airplane was manufactured in 1998. It had accumulated 48,179 total flight hours with 17,098 total flight cycles at the time of the incident. - Investigators retrieved the flight data and cockpit voice recorders shortly after arriving on scene. The recorders were transported to the NTSB recorders lab for download. Both recorders contained good quality data. - The flight crew reported the landing followed a stable approach. - The flight crew reported sighting the runway when the airplane was about 700 feet above the ground; they said that the airplane "floated" during the landing flare; the main landing gear touched down on the wet runway about 3,000 feet beyond the runway threshold. - The speed brakes were manually engaged about four seconds after touchdown. Thrust reversers were deployed about seven seconds after touchdown. - The flight crew did not report any mechanical irregularities or abnormal braking action, which was corroborated by the flight data recorder. - Investigators interviewed flight crews of the four airplanes that landed immediately prior to the incident airplane; none reported any problems with braking action on the wet runway. The on-scene investigation was completed Oct. 30, after which the airplane was released to the operator. The performance of the EMAS will be examined to determine its effect on the deceleration of the airplane. Parties to the investigation are the Federal Aviation Administration, Eastern Air Lines Group and Boeing. FedEx Express MD-10 Landing Gear Failure FedEx Express flight 910, a Boeing MD-10-10F (registration N370FE) experienced a left main landing gear collapse and subsequent fire in the left wing after landing on Runway 10L at Fort Lauderdale-Hollywood International Airport, Fort Lauderdale, Florida, Oct. 28, about 5:51 p.m. EDT. The airplane came to rest on the side of Runway 10L. The two flight crew members evacuated the airplane via the cockpit window and were not injured. The airplane was substantially damaged. The cargo flight originated from Memphis International Airport, Memphis, Tennessee. Initial findings include the following: - The airplane was manufactured in 1972 and configured for passenger service. It was converted to a DC-10-10F freighter in 1999 and further modified to an MD-10-10F in 2003. It had accumulated 84,589 total flight hours with 35,606 total flight cycles at the time of the accident. - Investigators retrieved the flight data and cockpit voice recorders shortly after arriving on scene. The recorders were transported to the NTSB recorders lab for download. Both recorders contained good quality data. The CVR Group convened last week at the NTSB recorders lab and completed a draft transcription of the event's audio recording. - Preliminary information from the flight data recorder indicates the airplane's touchdown appeared normal and the airplane rolled on the runway for about 12 seconds before the left main landing gear collapsed. - After the left gear collapsed, the left engine and left wingtip contacted and scraped the runway, rupturing fuel lines and the left wing fuel tank. Fuel from the left wing ignited as the airplane rolled down the runway. The fire continued to burn after the airplane came to rest, resulting in fire damage to the left wing. The fire was extinguished by airport fire and rescue personnel. - The NTSB, with assistance from investigative party members and Ft. Lauderdale- Hollywood International Airport personnel, documented runway damage and debris on the runway. The first damage to the runway occurred about 3,750 feet from the runway 10L threshold. The airplane came to rest about 6,600 feet from the threshold. - Both flight crew members were interviewed in the days following the accident. They reported a stabilized approach to the airport and no anomalies with the gear retraction or extension during the accident flight. - Investigators completed the examination of the airplane and identified several parts of the left main landing gear for further examination. Those parts were transported to the NTSB lab for metallurgical examinations focusing on detailed characterization of the left main landing gear fracture surfaces. The NTSB team completed their on-scene work and will continue further examinations of recovered parts and recorded information at the NTSB laboratories in Washington. The FAA, FedEx Express, the Air Line Pilots Association, and Boeing are parties to the investigation. The investigation dockets for each event, containing factual group reports and other investigation-related material, will be opened at a future date. Additional information will be released as warranted. ### CONTACT US: Peter Knudson / Media Relations Division | 490 L'Enfant Plaza, SW | Washington, DC 20594 (202) 314-6100 | NTSB Media Relations | www.ntsb.gov FOLLOW US: @NTSB_Newsroom Back to Top China to boost aviation sector in Africa China has so far signed aviation cooperation agreements with 12 African countries. China plans to train at least 500 aviation personnel from Africa annually as part of efforts to boost the continent's fast-growing aviation sector. Shu Limei, the commercial councilor for Asia and Africa in Guangdong Province made the pledge at the China-Africa Aviation Forum held in China's Zhuhai City. "We will help Africa to deal with challenges such as backward infrastructure and low financing. Aviation is one of the areas of cooperation in infrastructure between Africa and China," she said. Passenger travels between Africa and China have risen in recent years, reaching 73.8m people 2014, up from 14 million in 2004. Apart from supporting Africa to deal with structural issues, China is also looking at Africa as a thriving market for her new aircraft to replace ageing fleet operated by most airlines. China has so far signed aviation cooperation agreements with 12 African countries and air worthiness contracts with nine African states, paving way for more partnerships in the sector. Against the tide of growing bilateral relations, Chinese commercial airlines have opened four direct routes from China to Ethiopia, South Africa, Kenya and Mauritius. In 2005, the Republic of Congo purchased three MA60 civil aircraft from China, becoming the first African country to fully operate the China-manufactured civil aircraft. The aircraft have operated for ten years, exceeding 6,000 flight hours and 200,000 passengers, according to aviation records. In November 2012, Cameroon purchased one MA60 aircraft and it has since clocked over 1700 flight hours, 1200 takeoff and landings with at least 60,000 passengers hauled. In 2015, the West African country purchased two more aircraft for its national airline that now ply the Yaounde-Douala route. Since then, a total of 14 MA60s aircraft manufactured by Aviation Industry Corporation of China (AVIC) have been delivered to eight African countries. An additional 37 Y12s aircraft are in use by seven African countries and several countries in South America and South Pacific regions. Several African countries have also signed sales contracts or memoranda of understanding with AVIC for the purchase of the ARJ21 aircraft. In 2014, AVIC established a technical support center in Tanzania to handle repairs and produce accessories facility for the ARJ21. A similar facility is being set up in Congo for the repair of the MA60, ARJ21 and Y12 and it is expected to be ready by the end of 2018. Ageing aircraft Eng Fred Kyankya, the general manager of the Uganda Air Cargo Corporation said low investment in the aviation sector in Africa has created huge operational challenges. "We largely operate old equipment that is retired from markets in Europe, Middle East and Asia, which explains the declining safety record," he said at an aviation forum in Zhuhai, China. Shu Limei, the provincial councillor for commerce in charge of Asia and Africa. (Credit: Taddeo Bwambale) In 2011, the average number of air traffic accidents was nine times higher than the global average, Kyankya said, attributing the problem to non-enforcement of standards and practices." Presenting a paper on the 'State of Aviation in Africa,' Kyankya observed that although Africa is the second largest continent, its share of the global aviation market remains very dismal. In 2013, airlines in Africa carried about 70 million passengers out of 3.1 billion passengers globally and transported 50 million tons of cargo, just 2% of the total global volumes. Africa's aviation market supported about 6.7 million jobs, out of the global figure of 57 million globally and the sector generated $67.8bn (12%) of the global revenue of $540b. According to Kyankya, while the global net profit margin for the industry was 2.6% between 2010 and 2015, African airlines were making losses. Growing sector In spite of the challenges, Kyankya said the demand for air transport in Africa was rising, partly due to new economic opportunities such as the discovery of oil and several mineral resources. Quoting recent figures, he said passenger traffic in Africa was estimated to grow at 6.1%, above the global target of 5.8% but behind the Middle East (7.9%) and Asia Pacific (6.9%). He explained that the projected growth trend is also linked to economic growth, political stability, a demographic boom, increasing urbanization and rise of a middle class in Africa. In order to boost the sector, Kyankya advised African states ratify the Cape Town Convention, increase the pool of aviation experts, reduce high airport taxes and fees and review regulation. The China-Africa Aviation Forum brought together global experts to discuss trends in the aviation and ways to boost cooperation. http://www.newvision.co.ug/new_vision/news/1440698/china-boost-aviation-sector- africa#sthash.ry3AUtJr.dpuf Back to Top Ethiopian Aviation Academy graduates 322 professionals Ethiopian Aviation Academy, the largest aviation academy in Africa, which is a full ICAO trainer plus member and IATA Authorized global training center, announced Tuesday that it has graduated 322 aviation professionals. In a statement signed by Chukwuemeka Chigozie, the academy said those graduated include 47 pilots, 92 aviation maintenance technicians, 50 cabin crew and 133 marketing professionals, at a ceremony held at Ethiopian Airlines headquarters in Addis Ababa on November 17, 2016. Group CEO of Ethiopian Airlines, Tewolde GebreMariam, who congratulated and welcomed the new graduates to the airline's dedicated workforce, gave out diplomas to all the graduates, flight wings to graduating pilots and cabin crew, as well as achievement award to graduates with outstanding academic performance. " We believe education is the greatest equalizer in the 21st century and Ethiopian Aviation Academy has strategically positioned itself to train the African youth in the latest aviation technology and skills to own, manage and operate their own indigenous home grown African Airlines to lead safe, economical and reliable aviation industry with global standards," he said. Operating successfully for the past six decades since its establishment in 1956, Ethiopian Aviation Academy has significantly contributed towards alleviating the critical shortage of skilled aviation professionals. Currently, the academy trains 1500 youths per annum and it envisages to enhance its intake capacity to 4000 by 2025. Ethiopian Aviation Academy is certified by the Ethiopian Civil Aviation Authority, the United States Federal Aviation Administration, the European Aviation Safety Agency (EASA), and IATA Safety Audit (IOSA). Ethiopian Airlines (Ethiopian) is the fastest growing Airline in Africa, and in its seven decades of operation, has become one of the continent's leading carriers, unrivalled in efficiency and operational success. Ethiopian commands the lion's share of the pan-African passenger market and cargo network operating the youngest and most modern fleet to 95 international destinations across five continents. Its fleet includes ultra-modern and environmentally friendly aircraft such as Airbus A350, Boeing 787, Boeing 777-300ER, Boeing 777-200LR, Boeing 777-200 Freighter, Bombardier Q-400 double cabin with an average fleet age of five years. http://www.businessdayonline.com/ethiopian-aviation-academy-graduates-322- professionals/ Back to Top CASA extends ADS-B deadline for private aircraft An ADS-B ground station at Broome. (Airservices) Australia's aviation safety regulator has extended by almost three years the deadline for private aircraft to be fitted with Automatic Dependent Surveillance Broadcast (ADS-B) technology. Under the new timeline, announced in the Civil Aviation Safety Authority (CASA) monthly CASA Briefing note, private aircraft registered before February 6 2014 flying under instrument flight rules (IFR) will now have until January 1 2020 to be fitted with ABS-B transponders, the satellite-based technology that enables aircraft to be accurately tracked by air traffic controllers and other pilots without the need for conventional radar. The new deadline gives operators of those aircraft about three more years to make the switch, given the previous deadline was February 2 2017. "The new ADS-B deadline for private operations will mean the remaining aircraft can be fitted with the equipment in an orderly manner - reducing the burden on owners, operators and avionics suppliers," CASA said on Wednesday. CASA said the change meant Australia's ADS-B deadline would be aligned with the United States' and would benefit a "small number of private aircraft operators who have not yet been able to fit the equipment while ensuring safety". "CASA continues to strongly encourage all aircraft owners and operators to fit ADS-B equipment due to the many safety benefits this technology provides," acting CASA director of aviation safety and chief executive Shane Carmody said in a statement. "ADS-B provides better air traffic information outside controlled airspace, greater ability to avoid bad weather, more accurate and faster search and rescue and more direct flightpaths." Although the deadline has been extended, CASA said aircraft conducting private operations under IFR without ADS-B would be subject to a number of conditions. Non ADS-B IFR flights would be required to operate below 10,000ft in uncontrolled class G airspace, while they would be subject to air traffic control clearance in class D airspace, CASA said. Further, they would only be operate in class C and E airspace "to facilitate arrival or departure from a class D aerodrome, with prior clearance from air traffic control and only if fitted with a secondary surveillance radar transponder". "Safety will not be compromised due to the range of conditions that will apply to the non- ADS-B flights," Carmody said. There were also CASA provisions for a "very small number" of foreign-registered aircraft to continue operating without ADS-B until the European deadline of June 6 2020, subject to air traffic control clearances and flying under 29,000 feet in continental airspace. The current mandates require all Australian regular public transport, charter and aerial work aircraft to be fitted with ADS-B by February 2 2017. Figures from Airservices showed about 89 per cent of all Australia-based IFR flights were fitted with ADS-B transponders at October 25 2016, including 62 per cent of IFR aircraft operating below 10,000ft. However, separately the Airservices website notes that "no fewer" than 880 IFR-capable aircraft had yet to be fitted with ADS-B, "of which a vast majority have indicated they are intending to fit before the [February 2 2017] mandate". Airservices cites the Aircraft Electronics Association as saying the cost of a "simple" ADS-B installation "can be as low as $6,500". http://australianaviation.com.au/2016/11/casa-extends-ads-b-deadline-for-private- aircraft/ Back to Top Rowlett Company Ordered to Stop Making Aircraft Navigation Units FAA says company poses "unacceptable risk" to aviation safety The Federal Aviation Administration on Tuesday issued an emergency order barring a Rowlett company from making navigation units for small planes because of an "ongoing and unacceptable risk to aviation safety." The order was issued after the company, NavWorx, repeatedly declined to allow inspectors access to its plant in Rowlett, the FAA said. The navigation units tell pilots and air traffic controllers the exact location of the aircraft. But NavWorx's units may not be accurate, the FAA said. The agency said it is concerned that two versions of the navigation units, known as Automatic Dependent Surveillance-Broadcast, use internal chips that do not meet government standards. "Navworx poses an ongoing and unacceptable risk to aviation safety," the FAA said in a letter to the company. William A. Moffitt, Navworx's president, said in an emailed statement that the company's navigation units are safe and accused the FAA of changing its ground stations in January so that they do not communicate with Navworx units, putting pilots in danger. "The actions of the FAA should be investigated and we would welcome the opportunity to testify to Congress," the statement said. The Navworx statement did not address the FAA's claim that its inspectors were denied access. In its letter, the FAA said the company's navigation units incorrectly broadcast to air traffic controllers that they use a GPS unit of the "highest integrity." "As a result, the operation of these units could result in an unsafe condition ... due to the transmission of potentially inaccurate aircraft position data," the FAA wrote. The FAA said it had tried to inspect the company since June 29 but was denied access several times. http://www.nbcdfw.com/news/local/Rowlett-Company-Ordered-to-Stop-Making-Aircraft- Navigation-Units-402483386.html Back to Top Crashed Russian MiG-29 ran out of fuel awaiting repairs, officials say A Russian MiG-29K, pictured above at an air show in 2007, ran out of fuel and crashed into the Mediterranean Sea on Nov. 13 while it waited for a landing cable to be repaired on an aircraft carrier nearby, Russian news reports and the U.S. Naval Institute said Tuesday. File Photo by Sergei Chirikov/European Press Agency MOSCOW, Nov. 22 (UPI) -- A $30 million Russian fighter jet crashed into the Mediterranean Sea earlier this month because it ran out of fuel while it waited for an aircraft carrier to fix its landing equipment, U.S. naval officials said. The Soviet-era Mikoyan MiG-29K crashed Nov. 13 off the coast of Syria after its first attempt to land on the carrier Admiral Kuznetsov failed, the United States Naval Institute said Tuesday, based on the translation of a Russian report. The MiG-29K was flying a sortie with two other aircraft in the area near Syria and was the last that attempted to land. When the aircraft ahead of the MiG broke the landing cable on the carrier, the pilot had to fly out over the Mediterranean and wait for the cable to be repaired, the Russian report said. While the aircraft was awaiting the repairs, it ran out of fuel and dropped into the sea. "While in the holding area, both of the fighter's engines shut down," the translation of the Russian report said. "A preliminary explanation is that they were no longer receiving fuel. ln such situations, a fighter falls like a rock, and the pilot has only one option -- to eject." The MiG pilot did eject and was rescued by helicopter a short time later. NATO ships in the area offered to assist, but the Russians refused, a NATO official told USNI News last week. The MiG-29K was developed and made its first flight in the 1980s but didn't enter Russian service until 2010. Each jet costs about $30 million. http://www.upi.com/Top_News/World-News/2016/11/22/Crashed-Russian-MiG-29-ran- out-of-fuel-awaiting-repairs-officials-say/2691479842178/ Back to Top Canada Buys New F-18s After Canceling Its Order for the F-35 The Great White North selects the F/A-18 Super Hornet as an interim fighter jet. The Canadian government has announced plans to acquire F/A-18E/F Super Hornet multi- role fighters. Ottawa wants to secure a modest number of the jets until it decides on a real replacement for its current fleet of legacy Hornet fighters-which won't be the F-35. During the 1980s, Canada bought 138 CF-18 Hornets (its designation for the Boeing F/A- 18A Hornet). Canadian CF-18s flew combat missions in the Persian Gulf War, NATO operations in the former Yugoslavia, Libya, and most recently over Iraq against the Islamic State. Despite modest upgrades, however, such as the ability to carry the beyond visual range AMRAAM missile, Joint Directed Attack Munition satellite-guided bombs and Link 16 data communications, the planes are increasingly outdated. The previous Canadian administration had the country lined up to buy the F-35 Joint Strike Fighter, but current Prime Minister Justin Trudeau vowed as part of his election campaign to cancel the purchase on the grounds a real competition hadn't taken place and that such an expensive fighter was unnecessary. True to his word, Trudeau canceled Canada's planned purchase of the F-35 and announced a new, open competition for a permanent replacement would be forthcoming. Canadian CF-18 Hornet during NORAD exercise Vigilant Shield, October 2016. Department of Defense photo. The new plan is for Canada to acquire 18 F/A-18 Super Hornets as a stopgap measure until the permanent replacement fighter is announced. The government press release doesn't use the words "purchase" or "buy", saying they will be used "for an interim period of time". That leaves open the possibility the jets will be leased from Boeing. The Super Hornet is a practical replacement for the CF-18 Hornet. The "Super Bug" is bigger, with a longer range and greater weapons payload than the CF-18. Although not as stealthy as the F-35, the Super Hornet was designed with some radar cross reduction features that make it more difficult for enemy radar to detect. The improved Hornet also has a high level of commonality with older Hornets, particularly weapons and the engine, meaning Canadian air crews will get up to speed on it quicker than a brand-new plane. Canada's new interim fighter could even be the new Advanced Super Hornet currently being marketed by Boeing to India. The improved design includes an infra-red search and track sensor for air-to-air and air-to-ground combat, conformal fuel tanks that sit above the wings, and an enclosed weapons pod designed to hide bombs and missiles in a stealthy enclosure to reduce their radar signature. A F/A-18F Super Hornet refuels a F/A-18C Hornet in midair. U.S. Navy photo. How would Canada use 18 new Super Hornets? The new jets would be more survivable over modern battlefields, especially against Russian air defenses. The new planes could also be paired with older jets, their newer APG-79 active electronically scanned array radars scanning ahead for aerial threats instead of the older radars on current CF-18. The APG-79 has a lower probability of intercept, making it harder for enemy radar warning receivers to detect. The Super Hornets could then share data with the CF-18s through the Link 16 system. One last benefit to Canada: the Super Hornet could be used as an aerial tanker for CF-18s, extending their range. This interim acquisition just kicks the can a little bit down the road. Canada still needs at least one hundred new fighters, and it needs them very soon. The Super Hornet seems to be the frontrunner, but don't count the F-35 Joint Strike Fighter out yet. As the plane continues to mature it's looking to be the plane Lockheed Martin has promised it will be, and per-unit costs are dropping to the point where the plane is becoming a serious competitor to the Super Hornet. http://www.popularmechanics.com/military/weapons/a24012/canada-f-18-order/ Back to Top RESEARCH SURVEY My name is Sherry Saehlenou and I have been in the field of aviation for over 38 years as a flight attendant, purser and cabin safety trainer and recently have started my own training/consulting company. I have been working, for a while now, to raise awareness in the aviation community about the need for training in recognizing and reporting instances of human trafficking around the globe. My focus started with training flight attendants but as I talk to my colleagues it became clear that all employee groups need to develop an awareness and a plan (pilots, ground agents, airport security personnel, ticket counter employees and airport officials, etc.). I have been asked to write an article for a prominent security magazine about what our industry is, or is not, doing to deal with the problem of human trafficking - as airlines are frequently the transport vehicle and airports are distribution hubs. To that end, I need data and input from the aviation community around the globe.This is an anonymous survey; however, you may leave your contact info at the end if you are interested in the results and/or would like more information on Human Trafficking. Please share this survey with your colleagues. I appreciate your help and thank you for your time! Survey Link: https://www.surveymonkey.com/r/htrafficking Curt Lewis