I 

116TH CONGRESS 

1ST SESSION H. R. 4166 

To improve technology and address human factors in aviation safety, and 

for other purposes. 

IN THE HOUSE OF REPRESENTATIVES 

AUGUST 6, 2019 

Mr. DESAULNIER introduced the following bill; which was referred to the 

Committee on Transportation and Infrastructure, and in addition to the 

Committee on Science, Space, and Technology, for a period to be subsequently determined by the Speaker, in each case for consideration of such 

provisions as fall within the jurisdiction of the committee concerned 

A BILL 

To improve technology and address human factors in aviation 

safety, and for other purposes. 

1 Be it enacted by the Senate and House of Representa2 tives of the United States of America in Congress assembled, 

3 SECTION 1. SHORT TITLE. 

4 This Act may be cited as the ‘‘Safe Landings Act’’. 

5 SEC. 2. FINDINGS. 

6 Congress finds the following: 

7 (1) Given that the United States enjoys an ex8 ceptionally safe aviation system with an exceedingly 

9 low frequency of airline accidents, efforts to improve 


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1 aviation safety should examine nonaccident safety 

2 incidents for all possible insights. 

3 (2) Aviation safety should not be taken for 

4 granted, and even with so few accidents, the U.S. 

5 Aerospace System should proactively address safety 

6 concerns that emerge from our dynamic and evolving 

7 economic conditions, technology, aviation industry, 

8 and other factors. 

9 (3) Preventing accidents from occurring in the 

10 airport runway environment remains an objective re11 quiring continued effort, and incidents of runway 

12 confusion, defined as the subset of runway incur13 sions in which an aircraft unintentionally takes off 

14 or lands on a taxiway or incorrect runway, should be 

15 carefully monitored, reviewed, and studied for in16 sights to improve safety. 

17 (4) While technology continues to advance and 

18 new opportunities to use technology to address safe19 ty risks in aviation are examined and pursued, the 

20 evolving role of technology and the expanding use of 

21 automation should not be used as justification to di22 minish attention to and prioritization of the human 

23 contribution to aviation safety. The aviation industry 

24 and the Government must ensure that training pro25 grams for flight crews and other personnel are apVerDate Sep 11 2014 03:38 Aug 16, 2019 Jkt 089200 PO 00000 Frm 00002 Fmt 6652 Sfmt 6201 E:\BILLS\H4166.IH H4166

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1 propriately evolving, that training standards and ex2 pectations remain rigorous, and that risks and con3 cerns associated with the interaction between hu4 mans, technology, and automated systems are identi5 fied, studied, and addressed in a timely manner. 

6 SEC. 3. IMPLEMENTATION OF NTSB RECOMMENDATIONS. 

7 (a) NAVIGATIONAL RADIOS.—The Administrator 

8 shall implement the recommendation of the National 

9 Transportation Safety Board numbered as A–18–23 and 

10 issued on October 11, 2018, with respect to the tuning 

11 of navigational radios to assist flight crews in managing 

12 the flight path of aircraft on visual approaches. The Ad13 ministrator shall work with part 121 air carriers on imple14 mentation of this recommendation, and, not later than 1 

15 year after the enactment of this Act, the Administrator 

16 shall issue to Congress a report on air carrier compliance 

17 rate. 

18 (b) NTSB RECOMMENDATION.— 

19 (1) IN GENERAL.—The Administrator shall im20 plement the recommendation of the National Trans21 portation Safety Board numbered as A–18–25 and 

22 issued on October 11, 2018, and, not later than 1 

23 year after the enactment of this Act, the Adminis24 trator shall issue to Congress a report on the status 

25 of the implementation. 


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1 (2) CONSIDERATION.—In implementing this 

2 recommendation, the Administrator shall consider 

3 any relevant findings identified pursuant to section 

4 334 of the FAA Reauthorization Act of 2018 (Pub5 lic Law 115–254). 

6 (c) PILOT ALERTS.—The Administrator shall— 

7 (1) collaborate with aircraft and avionics manu8 facturers, labor organizations representing pilots op9 erating under part 121 of title 14, Code of Federal 

10 Regulations, and software developers to develop the 

11 technology for a cockpit system that provides an 

12 alert to pilots when an airplane is not aligned with 

13 the intended runway surface; 

14 (2) once such technology described in para15 graph (1) is available, establish a requirement for 

16 the technology to be installed on aircraft operating 

17 under part 121 of title 14, Code of Federal Regula18 tions, landing at airports within Class B and Class 

19 C airspace and certified under part 139 of title 14, 

20 Code of Federal Regulations; 

21 (3) in establishing the requirement as described 

22 in paragraph (2), consider any relevant findings 

23 identified pursuant to section 334 of the FAA Reau24 thorization Act of 2018 (Public Law 115–254); and 


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1 (4) not later than 1 year after the date of en2 actment of this Act, issue to Congress a report on 

3 the progress of the work described in paragraph (1). 

4 (d) NTSB RECOMMENDATION.— 

5 (1) IN GENERAL.—The Administrator shall im6 plement the recommendation of the National Trans7 portation Safety Board numbered as A–18–27 and 

8 issued on October 11, 2018, and, not later than 1 

9 year after the enactment of this Act, the Adminis10 trator shall issue to Congress a report on the status 

11 of the implementation. 

12 (2) CONSIDERATION.—In implementing this 

13 recommendation, the Administrator shall consider 

14 any relevant findings identified pursuant to section 

15 334 of the FAA Reauthorization Act of 2018 (Pub16 lic Law 115–254). 

17 SEC. 4. INVESTIGATIONS FOR COVERED EVENTS. 

18 (a) IN GENERAL.—Once implementation of section 

19 3(b) of this Act is complete, the National Transportation 

20 Safety Board may initiate investigations of covered events 

21 to determine risk factors specific to the airport at which 

22 such an event occurred and other elements of the National 

23 Airspace System that may contribute to the cause of the 

24 event. The National Transportation Safety Board may 

25 also elect to consider multiple events in a single report 


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1 as part of a special investigation or study to examine safe2 ty factors contributing to these events. 

3 (b) ADDITIONAL INVESTIGATIVE INFORMATION.—In 

4 addition to any investigation that the National Transpor5 tation Safety Board is conducting with respect to any spe6 cific covered event, the NTSB shall utilize voluntarily pro7 vided safety information in its evaluation of associated risk 

8 in the National Airspace System and protect such infor9 mation from public release in accordance with section 

10 1114(b)(3) of title 49, United States Code. 

11 (c) CONTENT.—The review and analysis shall exam12 ine factors present at the time of any covered event at 

13 such airport, including— 

14 (1) challenges pilots perceive when flying into 

15 and out of the airport; 

16 (2) challenges that air traffic controllers face 

17 when working at the airport; 

18 (3) characteristics of the communications 

19 among and between groups of personnel whose work 

20 relates to the movement of aircraft into and out of 

21 the airport including pilots, air traffic controllers, 

22 maintenance workers, dispatchers, and airline air23 port operations personnel; and 


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1 (4) physical characteristics of the airport and 

2 its facilities, such as the configuration of runways, 

3 runway lighting, and construction activity. 

4 SEC. 5. TASK FORCE ON HUMAN FACTORS IN AVIATION 

5 SAFETY. 

6 (a) IN GENERAL.—Not later than 6 months after the 

7 date of enactment of this Act, the Administrator shall con8 vene an FAA Task Force on Human Factors in Aviation 

9 Safety. 

10 (b) COMPOSITION.—The Task Force shall consist of 

11 members appointed by the Administrator and having ex12 pertise in an operational or academic discipline that is rel13 evant to the analysis of human errors in aviation. The 

14 number of members shall be determined by the Adminis15 trator to ensure sufficient representation of relevant oper16 ational and academic disciplines. 

17 (c) DURATION.— 

18 (1) IN GENERAL.—Members of the Task Force 

19 shall be appointed for the length of the existence of 

20 the Task Force. 

21 (2) LENGTH OF EXISTENCE.— 

22 (A) IN GENERAL.—The Task Force shall 

23 have an initial length of existence of 2 years. 

24 (B) OPTION.—The Administrator may ex25 ercise an option to lengthen the duration of the 


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1 existence of the Task Force for a period of 2 

2 years. 

3 (d) DISCIPLINES.—For purposes of subsection (b), 

4 disciplines may include air carrier operations, line pilot ex5 pertise, air traffic control, technical operations, aero6 nautical information, aircraft maintenance and mechanics 

7 psychology, linguistics, human-machine integration, gen8 eral aviation operations, and organizational behavior and 

9 culture. 

10 (e) EXPERTISE.— 

11 (1) IN GENERAL.—No less than half of the 

12 members shall have expertise in aviation. 

13 (2) ADDITIONAL EXPERTISE.—The Task Force 

14 shall include members with expertise on human fac15 tors but whose experience and training are not in 

16 aviation specifically and who have not previously 

17 been engaged in work related to the FAA or the 

18 aviation industry. The Task Force shall also include 

19 pilot labor organizations and at least one member 

20 from an air traffic controller labor organization. 

21 (f) FAA MEMBERS.— 

22 (1) IN GENERAL.—Not more than 4 members 

23 may be employees of the FAA and NTSB, excluding 

24 representatives of the labor representatives of em25 ployees of the air traffic control system. Not more 


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1 than 2 members may be employees of the NTSB. 

2 The FAA and the NTSB members shall be non-vot3 ing. 

4 (2) FAA EMPLOYEES.—Any member who is an 

5 FAA employee shall have expertise in safety. 

6 (g) DUTIES.—In coordination with the Research, En7 gineering, and Development Advisory Committee estab8 lished under section 44508 of title 49, United States Code, 

9 the Task Force shall— 

10 (1) not later than the date on which the Task 

11 Force is no longer in existence, produce a written re12 port that— 

13 (A) to the greatest extent possible, identi14 fies the most significant human factors and 

15 their relative contribution to aviation safety 

16 risk; 

17 (B) identifies new research priorities for 

18 research in human factors in aviation safety; 

19 (C) reviews existing products by other 

20 working groups related to human factors in 

21 aviation safety including the Commercial Avia22 tion Safety Team (CAST)’s work pertaining to 

23 flight crew responses to abnormal events; 

24 (D) provides recommendations on potential 

25 revisions to any FAA regulations and guidance 


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1 pertaining to the certification of aircraft under 

2 part 25 of title 14, Code of Federal Regula3 tions, including sections related to presumed 

4 pilot response times and assumptions about the 

5 reliability of pilot performance during unex6 pected, stressful events; 

7 (E) reviews rules, regulations, or standards 

8 regarding flight crew rest and fatigue that are 

9 used by a sample of international air carriers, 

10 including those deemed to be more stringent 

11 and less stringent than the current standards 

12 pertaining to United States air carriers, and 

13 identify risks to the National Airspace System 

14 from any such variation in standards across 

15 countries; 

16 (F) reviews pilot training requirements and 

17 recommend any revisions necessary to ensure 

18 adequate understanding of automated systems 

19 on aircraft; and 

20 (G) reviews approach and landing mis21 alignment and make any recommendations for 

22 improving these events; 

23 (2) produce a written report to Congress not 

24 less than once every 2 years that— 


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1 (A) summarizes new research developments 

2 on human factors in aviation safety; 

3 (B) to the greatest extent possible, identi4 fies the most significant human factors and 

5 their relative contribution to aviation safety 

6 risk; and 

7 (C) provides any recommendations for pol8 icy or regulatory action; and 

9 (3) if the Secretary exercises the option de10 scribed in subsection (c)(2)(B), not later than the 

11 date that is 2 years after the date of establishment 

12 of the Task Force, produce an interim report con13 taining the information described in paragraph (1). 

14 (h) APPLICABLE LAW.—The Federal Advisory Com15 mittee Act (5 U.S.C. App.) shall not apply to the Task 

16 Force. 

17 SEC. 6. RESEARCH AND DEVELOPMENT PROGRAM ON NEW 

18 APPROACHES TO DATA ANALYSIS FOR AVIA19 TION SAFETY. 

20 (a) IN GENERAL.—The Secretary shall establish a 

21 new research and development program to be undertaken 

22 by the FAA’s Consortium in Aviation Operations Research 

23 (NEXTOR II) to investigate and develop new approaches 

24 to data analysis for understanding the factors in aviation 


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1 safety incidents and identifying emerging risks of future 

2 safety incidents. 

3 (b) APPROACHES.—The approaches described in sub4 section (a) include the use of new algorithms for analyzing 

5 the text and audio of communications between flight crews 

6 and air traffic controllers and the use of machine learning 

7 or artificial intelligence methods for analyzing a variety 

8 of data sets, including, data on weather, performance of 

9 communication, navigation and surveillance equipment 

10 and facilities, flight delays, safety incidents, flight crew 

11 work schedules, and air traffic and crew member commu12 nications for detecting anomalies in the National Airspace 

13 System. 

14 (c) COLLABORATION.—In carrying out the research 

15 program established in this section, member institutions 

16 of the Consortium shall collaborate in the sharing of data 

17 for the purpose of testing and demonstrating the potential 

18 effectiveness of new approaches to analysis— 

19 (1) with each other; 

20 (2) with aviation industry partners; 

21 (3) with units within the FAA including groups 

22 within the Air Traffic Organization, NextGen Office, 

23 Office of Airports, and Aviation Safety; and 

24 (4) with the National Aeronautics and Space 

25 Administration’s Aviation Safety Reporting System. 


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1 (d) RESEARCH.— 

2 (1) IN GENERAL.—The research undertaken 

3 pursuant to this section shall prioritize under4 standing the ways that various forms of human fac5 tors contribute to aviation safety risk. 

6 (2) FACTORS.—The factors described in para7 graph (1) may include fatigue and distraction during 

8 critical phases of work among pilots or other avia9 tion personnel, tasks and workload, organizational 

10 structure and culture, communication among per11 sonnel, adherence to safety procedures, and any 

12 other relevant factors that are the cause or potential 

13 cause of human error in aviation operations. 

14 (3) HIGHLY AUTOMATED AIRCRAFT.—Research 

15 should seek ways to improve the design of highly 

16 automated aircraft to reduce instances of mode con17 fusion and to combat problems of reduced awareness 

18 of basic flight parameters resulting from compla19 cency about automated systems. 

20 (e) AUTHORIZATION OF APPROPRIATIONS.—There is 

21 authorized to be appropriated $20,000,000 for carrying 

22 out the program described in this section for each fiscal 

23 year from 2019 through 2024, including grants to partici24 pating research institutions, including the academic insti25 tutions that make up the FAA’s Consortium in Aviation 


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1 Operations Research, the National Aeronautics and Space 

2 Administration, the FAA’s Office of Safety, the NextGen 

3 office, and units within the FAA’s Air Traffic Organiza4 tion that work on safety issues. 

5 (f) SUNSET.—The program shall terminate on the 

6 date that is 6 years after the date on which the program 

7 is established. 

8 SEC. 7. USING INSTRUMENT APPROACH PROCEDURES AS 

9 BACKUPS TO VISUAL APPROACHES. 

10 (a) REPORT.—Not later than 120 days after the date 

11 of enactment of this Act, the Administrator shall issue a 

12 report to the Committee on Transportation and Infra13 structure of the House of Representatives and the Com14 mittee on Commerce, Science, and Transportation of the 

15 Senate that uses a representative sample of part 121 and 

16 part 129 air carriers to review the current range of air 

17 carrier practices in requiring the use of instrument ap18 proach procedures as a backup system for visual ap19 proaches and the extent to which operators require pilots 

20 to use approach procedures. 

21 (b) ISSUANCE OF GUIDANCE.—Not later than 1 year 

22 after the date of enactment of this Act, the Administrator 

23 shall review and analyze the collected data from the report 

24 described in subsection (a) and issue guidance to air car25 riers on the most effective techniques and procedures to 


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1 use instrument approach procedures as a backup system 

2 for visual approaches. Such guidance shall encourage the 

3 use of instruments to provide vertical and lateral guidance 

4 to mitigate the potential for a wrong surface alignment 

5 and to provide flight crews with more precise vertical and 

6 lateral deviation information. 

7 SEC. 8. NOTAM MODERNIZATION INITIATIVE. 

8 (a) IN GENERAL.—The Administrator shall lead an 

9 effort to reform and update the ‘‘notices to airmen’’ 

10 (NOTAM) system to harmonize with International Civil 

11 Aviation Organization (ICAO) Annexes and Standards 

12 and Recommended Practices (SARPS), including the ex13 isting methods of writing, formatting, and disseminating 

14 information under this system, for the purposes of improv15 ing these notices’ clarity, user-friendliness, and effective16 ness in conveying priority, safety-related concerns. 

17 (b) REQUIREMENTS.—In carrying out this initiative, 

18 the Administrator shall— 

19 (1) collaborate with airlines and labor organiza20 tions representing pilots operating under part 121 of 

21 title 14, Code of Federal Regulations, organizations 

22 representing general aviation, air traffic controllers, 

23 airport operations personnel, and the military on de24 veloping recommendations for improving the user25 friendliness of the content, style, and formatting of 


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1 NOTAMs, including any changes to existing conven2 tions for such items as abbreviations, punctuation, 

3 font, and font size; 

4 (2) collaborate with avionics manufacturers and 

5 software developers in considering hardware and 

6 software options for sending, accessing, and dis7 playing NOTAMs; and 

8 (3) take appropriate actions within the Inter9 national Civil Aviation Organization (ICAO) to 

10 adopt recommended standards on the writing, for11 matting, and disseminating of NOTAMs. 

12 (c) REPORT TO CONGRESS.—The Administrator shall 

13 issue a report to Congress not later than 1 year after the 

14 date of enactment of this Act, and no less than every 6 

15 months thereafter, until new standards for the writing, 

16 formatting, and dissemination of NOTAMs have been 

17 adopted by the FAA. This report shall include an update 

18 on the progress of the work described in this section, in19 cluding an explanation of how any new recommendations 

20 that have been developed will improve safety and an expla21 nation of any obstacles remaining to achieving consensus 

22 for new international standards for the NOTAM system. 


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1 SEC. 9. GAO STUDY ON RISKS ASSOCIATED WITH THE USE 

2 OF CVR DATA IN FOREIGN COUNTRIES. 

3 (a) IN GENERAL.—The Comptroller General shall 

4 take the lead in carrying out a study on the risks associ5 ated with the use of CVR data in investigations led by 

6 foreign governments or units of foreign governments. 

7 (b) CONTENTS.—At minimum, this study shall— 

8 (1) review past incidents in which CVR data 

9 was used by foreign governments or units of foreign 

10 governments in such a way that the National Trans11 portation Safety Board found to depart from the 

12 National Transportation Safety Board’s standards 

13 and procedures for a safety investigation, including 

14 the use or circulation of CVR data for purposes 

15 other than determining the causes of an accident or 

16 safety incident, inappropriate release of data con17 tained on a CVR, or the dissemination of informa18 tion or conclusions based on a misinterpretation of 

19 data contained on a CVR; 

20 (2) document the protections provided for cock21 pit voice recordings and transcripts by ICAO and 

22 other countries where United States-based air car23 riers operate; 

24 (3) identify and assess the risks to United 

25 States flight crews, air carriers, manufacturers, and 

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1 ated with CVRs capable of recording more than 2 

2 hours of data; and 

3 (4) provide recommendations on measures to 

4 adopt to mitigate against such risks and ensure that 

5 any use of CVR data serves the sole purpose of a 

6 safety investigation, including recommendations for 

7 the United States to make to ICAO to mitigate 

8 these risks. 

9 SEC. 10. TRANSPARENCY IN AIRCRAFT MAINTENANCE AND 

10 REPAIR WORK. 

11 (a) IN GENERAL.—Not later than 1 year after the 

12 date of enactment of this Act, the Administrator shall up13 date the guidelines of the FAA for part 121 certificate 

14 holders in implementing a Continuing Analysis and Sur15 veillance System (CASS) for their air carrier maintenance 

16 programs to include reporting no less than once every 6 

17 months by certificate holders to the FAA of any failure 

18 to follow procedures in aircraft maintenance as well as any 

19 major alteration, complete overhaul, or repair of mechan20 ical irregularities of each airframe, engine, propeller, and 

21 appliance. 

22 (b) ADVISORY.—Not later than 1 year after the date 

23 of enactment of this Act, the Administrator shall issue an 

24 advisory with formatting guidelines for air carriers to re25 port information as required under subsection (a). 


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1 (c) INCLUSION.—For each instance of a failure to fol2 low procedures and for each major alteration, overhaul, 

3 or repair reported under the requirements of this section, 

4 the Administrator shall require certificate holders to in5 clude any name and any physical address where the work 

6 is carried out for each maintenance provider that performs 

7 work. 

8 (d) NOTIFICATIONS TO THE NTSB.—The Adminis9 trator shall notify the National Transportation Safety 

10 Board of each instance identified in carrying out sub11 section (c) of this section and shall share with the Na12 tional Transportation Safety Board all information it 

13 gathers in relation to each such instance. 

14 (e) UNSCHEDULED LANDINGS DUE TO MECHANICAL

15 ISSUES.— 

16 (1) IN GENERAL.—Each Certificate Manage17 ment Office within the FAA shall immediately notify 

18 the National Transportation Safety Board in any in19 stance in which a part 121 air carrier falling under 

20 its supervision completes an unscheduled landing at 

21 any airport in the United States, including any in22 stance in which an airplane returns to its airport of 

23 origin after takeoff before or without completing its 

24 scheduled flight, in which a mechanical issue was a 

25 factor. 


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1 (2) CONTENT.—The notification described in 

2 paragraph (1) shall include any information avail3 able about the cause of the unscheduled landing. 

4 (f) NTSB ANALYSIS AND REPORT.—The National 

5 Transportation Safety Board, in collaboration with the 

6 FAA, shall analyze information in the notifications it re7 ceives in subsections (d) and (e) of this section, for the 

8 purpose of identifying any trends or emerging concerns 

9 with any individual air carriers. Not less than once per 

10 year, the National Transportation Safety Board shall sub11 mit to the Committee on Transportation and Infrastruc12 ture of the House of Representatives and the Committee 

13 on Commerce, Science, and Transportation of the Senate 

14 a report on its analysis, the findings of its analysis, and 

15 any safety recommendations resulting from the analysis. 

16 (g) DEFINITIONS.—In this section, the terms ‘‘major 

17 alterations’’, ‘‘airframe’’, ‘‘propeller’’, and ‘‘appliance’’ 

18 have the meanings given such terms in part 1 of title 14, 

19 Code of Federal Regulations. 

20 SEC. 11. REVIEW OF FAA’S AVIATION SAFETY INSPECTION 

21 PROGRAM. 

22 (a) AUDIT BY THE DEPARTMENT OF TRANSPOR23 TATION INSPECTOR GENERAL.—Not later than 6 months 

24 after the date of enactment of this Act, the Inspector Gen25 eral of the Department of Transportation shall initiate a 


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1 review of the FAA’s August 2017 Flight Standards reor2 ganization and its aviation safety inspection program. 

3 (b) REVIEW.—The review shall include an evaluation 

4 of— 

5 (1) the FAA Flight Standards reorganization 

6 from a geographic-based system to a functional7 based system; 

8 (2) the implementation of the FAA’s Compli9 ance Philosophy as it relates to safety inspections 

10 and enforcements; 

11 (3) the FAA’s new oversight system known as 

12 the Safety Assurance System (SAS); 

13 (4) training for aviation safety inspector and 

14 operational research analysts on the Compliance 

15 Philosophy and SAS; and 

16 (5) the impact of the FAA’s reorganization and 

17 SAS on the FAA’s ability to produce reliable esti18 mates of aviation safety inspector and operational 

19 research analyst staffing needs. 

20 (c) REPORT.—The Inspector General shall submit to 

21 the Committee on Transportation and Infrastructure of 

22 the House of Representatives and the Committee on Com23 merce, Science, and Transportation of the Senate a report 

24 on the results of its review and any recommendations to 


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1 improve the aviation safety inspection program of the 

2 FAA. 

3 SEC. 12. DEFINITIONS. 

4 In this Act: 

5 (1) ADMINISTRATOR.—The term ‘‘Adminis6 trator’’ means the Administrator of the Federal 

7 Aviation Administration. 

8 (2) COVERED EVENT.—The term ‘‘covered 

9 event’’ means— 

10 (A) a category A or B runway incursion, 

11 as defined in Order 7050.1B of the Federal 

12 Aviation Administration (dated November 3, 

13 2013); 

14 (B) a landing on a taxiway, incorrect run15 way, or other area not designed as a runway at 

16 a public-use airport on land; 

17 (C) descent by an aircraft below 300 feet 

18 above ground level on approach to a taxiway, 

19 incorrect runway, or other area not designed as 

20 a runway at a public-use airport on land; or 

21 (D) a landing by an aircraft notwith22 standing an instruction by air traffic control 

23 that the aircraft perform a missed approach or 

24 go-around. 


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1 (3) FAA.—The term ‘‘FAA’’ means the Fed2 eral Aviation Administration. 

3 (4) PART 121 AIR CARRIER.—The term ‘‘part 

4 121 air carrier’’ means an air carrier that holds a 

5 certificate issued under part 121 of title 14, Code of 

6 Federal Regulations. 

7 (5) PART 129 AIR CARRIER.—The term ‘‘part 

8 129 air carrier’’ means an air carrier that holds a 

9 certificate issued under part 129 of title 14, Code of 

10 Federal Regulations. 

Æ 


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