When a guy gets his car fixed, you need to be aware of where he’s at

By MICHAEL S. FITZGERALD and MARK ROBERTSON The Washington TimesMarch 26, 2018 3:47 p.m.

The last time I checked, the National Highway Traffic Safety Administration (NHTSA) had no official definition of what constitutes a “safety defect.”

It was a mystery to me, because the law didn’t actually say anything about what a safety defect was.

In other words, if a car maker says its safety defect is a bad steering wheel, that’s not a safety problem, and it can’t be fixed.

The problem was the NHTSA’s definition of a safety flaw was too vague, and the only thing that would allow it to be fixed was to get the owner’s permission.

So the NSTA did not require manufacturers to provide clear, specific safety defect definitions.

Now, thanks to new legislation, the NTHSA is finally taking a closer look at safety defect data.

The legislation would make safety defect information, like a crash test result, available to automakers on a “national database” that would be made available to consumers and government agencies.

This database would include data from all states, the District of Columbia, the United States and Canada, as well as some states that have opted out of NHTS guidelines.

NHTs guidelines recommend manufacturers include a list of all the safety defect codes, including the exact type and severity of the problem.

If an automaker does not provide a list, the manufacturer can be charged with a misdemeanor.

The NHT says automakers should also include a safety recall, but only if they have an actual safety defect report and have received a written notice from a safety inspector about the defect.

If the automaker did not provide the list, it would have to provide a notice to the inspector, which could be sent to the company.

The safety recall notice would also be used by a court to hold the automakers accountable for safety defects.

The National Highway Safety Act, which is in effect until March 26, was enacted by Congress in 2005 to reduce accidents caused by human error.

In addition to providing a list to manufacturers, the act also created the National Safety Register.

That registry would be open to anyone to use for any purpose, including making claims on the safety defects list.

Manufacturers would have 24 months to make safety recall reports or offer a written recall, whichever came first.

The act would require manufacturers of commercial vehicles to provide crash test results and recall information, and require manufacturers who fail to do so to send a written notification to the NHDSA of their failure.

The law would also require manufacturers and suppliers to submit data on the extent of safety defect complaints to the federal government.

The bill passed the House and Senate in March, but the Senate and House have yet to act on the bill.

This new bill is a big deal for consumers.

There is still no official, federal definition of safety defects, but NHT has long recommended that automakers offer a list with information on the defect and a safety warning.

The government has been encouraging manufacturers to report defects to the government.

That’s not always easy, especially when a company makes a big bet on the government to pay for the repair.

It is also unclear whether automakers can offer a recall, as the NHRSA has recommended, but that doesn’t mean manufacturers are forbidden from making a recall.

The new law is likely to spur more automakers to report safety defects to NHT.

That would increase the number of safety recalls that manufacturers are required to submit, since that is how they get to NHRS safety defect reports.

This is also a good step toward making the safety data available to all automakers, whether they make a big investment in building and testing their vehicles or whether they have other plans for making a profit.

More from the Washington Post: