AIR PASSENGER ACCOMMODATIONS
HB3369 amends the Illinois Aeronautics Act to create detailed state-law requirements for how air carriers and indirect carriers must assist individuals with disabilities. The bill requires assistance to be provided in a safe, dignified, and prompt manner, and it specifies that carriers must provide timely help with enplaning and deplaning, including the use of wheelchairs, ramps, lifts, and other mobility equipment. It also sets special deplaning rules for passengers using aisle chairs and requires carriers to notify passengers when wheelchairs or scooters are loaded, unloaded, delayed, or cannot fit in the cargo compartment.
The bill further establishes a framework for mishandled assistive devices, including immediate notice of passenger rights, a presumption of carrier liability unless the carrier proves the mishandling was outside its control, and options for claims, repairs, replacement, and preferred vendors. If a wheelchair or scooter is delayed, lost, damaged, or pilfered, the carrier must take specified corrective actions, including transporting the device to the destination within 24 hours when delayed and using best efforts to provide a loaner device while the passenger waits. The bill also imposes training requirements on carriers operating aircraft with 19 or more passenger seats, including hands-on training for personnel who interact with passengers or handle assistive devices, and special training for Complaints Resolution Officials.
HB3369 would add a new Section 78.1 to the Illinois Aeronautics Act, expanding state-level obligations for airlines and related air transportation providers operating in Illinois. It would affect carriers and indirect carriers by imposing enforceable standards for passenger assistance, wheelchair and scooter handling, notification duties, liability presumptions, claims handling, loaner equipment, and employee training. The bill is aimed at protecting passengers with disabilities and would likely create compliance, operational, and training requirements for airlines, airports, and contractors involved in air travel services.
Based on the bill text and the absence of recorded committee discussion or votes, the overall sentiment appears strongly supportive of disability access and passenger protection. The measure is framed around dignity, safety, prompt assistance, and accountability for mishandled mobility devices, suggesting a consumer- and accessibility-focused policy approach. No opposing viewpoints are documented in the provided materials, so there is no recorded legislative controversy or vote history to indicate divided sentiment.
The main points of potential contention are the bill’s presumption of liability for mishandled assistive devices, the requirement that carriers pay for repairs, replacement, transport, and loaner devices, and the detailed training mandates for carriers and contractors. Airlines or airport operators could view these provisions as costly or operationally burdensome, especially the 24-hour transport requirement and the obligation to provide equivalent-or-greater-function replacement devices. On the other hand, disability advocates would likely support these provisions as necessary to address recurring problems with wheelchair and scooter mishandling and inadequate assistance.