    [Senate Hearing 119-254]
    [From the U.S. Government Publishing Office]

                                                            S. Hrg. 119-254

                          NOMINATION OF BRYAN BEDFORD,
                          NOMINEE TO BE ADMINISTRATOR,
                        FEDERAL AVIATION ADMINISTRATION

    =======================================================================

                                    HEARING

                                   before the

                             COMMITTEE ON COMMERCE,
                          SCIENCE, AND TRANSPORTATION
                              UNITED STATES SENATE

                        ONE HUNDRED NINETEENTH CONGRESS

                                 FIRST SESSION

                                   __________

                                 JUNE 11, 2025

                                   __________

        Printed for the use of the Committee on Commerce, Science, and
                                 Transportation

                     [GRAPHIC NOT AVAILABLE IN TIFF FORMAT]

                    Available online: http://www.govinfo.gov

                                   ______

                     U.S. GOVERNMENT PUBLISHING OFFICE

    62-325 PDF                WASHINGTON : 2025

           SENATE COMMITTEE ON COMMERCE, SCIENCE, AND TRANSPORTATION

                        ONE HUNDRED NINETEENTH CONGRESS

                                 FIRST SESSION

                           TED CRUZ, Texas, Chairman

    JOHN THUNE, South Dakota             MARIA CANTWELL, Washington,
    ROGER WICKER, Mississippi                Ranking
    DEB FISCHER, Nebraska                AMY KLOBUCHAR, Minnesota
    JERRY MORAN, Kansas                  BRIAN SCHATZ, Hawaii
    DAN SULLIVAN, Alaska                 EDWARD MARKEY, Massachusetts
    MARSHA BLACKBURN, Tennessee          GARY PETERS, Michigan
    TODD YOUNG, Indiana                  TAMMY BALDWIN, Wisconsin
    TED BUDD, North Carolina             TAMMY DUCKWORTH, Illinois
    ERIC SCHMITT, Missouri               JACKY ROSEN, Nevada
    JOHN CURTIS, Utah                    BEN RAY LUJAN, New Mexico
    BERNIE MORENO, Ohio                  JOHN HICKENLOOPER, Colorado
    TIM SHEEHY, Montana                  JOHN FETTERMAN, Pennsylvania
    SHELLEY MOORE CAPITO, West Virginia  ANDY KIM, New Jersey
    CYNTHIA LUMMIS, Wyoming              LISA BLUNT ROCHESTER, Delaware

                     Brad Grantz, Republican Staff Director
               Nicole Christus, Republican Deputy Staff Director
                       Lila Harper Helms, Staff Director
                     Melissa Porter, Deputy Staff Director

                                C O N T E N T S

                                  ----------
                                                                       Page
    Hearing held on June 11, 2025....................................     1
    Statement of Senator Cruz........................................     1
        Letter dated April 22, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Hassan Shahidi, President and CEO, Flight
          Safety Foundation..........................................    61
        Letter dated June 6, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Warren Christie, Chief Operating Officer,
          JetBlue....................................................    63
        Letter dated June 6, 2025 to Hon. Ted Cruz from Chris Brown,
          Interim Executive Director, Association of Value Airlines..    64
        Letter dated June 9, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from David Seymour, Chief Operating Officer,
          American Airlines..........................................    65
        Letter dated June 9, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from J. Scott Kirby, Chief Executive Officer,
          United Airlines............................................    66
        News Release dated June 10, 2025 from Tayor Bryan, National
          Association of State Aviation Officials (NASAO)............    67
        Letter dated June 10, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Faye Malarkey Black, President & CEO,
          Regional Airline Association...............................    68
        Letter dated June 10, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Robert Binns, CEO, AirWisconsin; Rick Leach,
          CEO, GoJet; Linda Markham, CEO, Cape Air; Jason Berry, CEO,
          Horizon Air; Jonathan Ornstein, CEO, Mesa Air; John
          Sullivan (Executive Chairman), Rick Hoefling (CEO),
          CommuteAir; William Bedokas, CEO, New England Airlines; Tim
          Komberec, CEO, Empire Air; Eric Morgan, CEO, Piedmont; Jim
          Graham, CEO, Endeavor Air; Dion FlanneryCEO, PSA Airlines;
          Pedro Fabregas, CEO, Envoy Air; Matt Koscal, President
          Chief Commercial Officer, Republic Airways; Russell A.
          ``Chip'' Childs, President & CEO, SkyWest Airlines.........    69
        Letter dated June 10, 2025 to Hon. Ted Cruz from Captain
          Barry Kendrick, President, Let Experienced Pilots Fly, Inc.    71
        Letter dated June 10, 2025 from Allie Cloyes, Government
          Affairs, BETA Technologies.................................    73
        Letter to Hon. Ted Cruz and Hon. Maria Cantwell from Randy
          Babbitt, Marion Blakey, Stephen Dickson, Daniel Elwell,
          Jane Garvey, Michael Huerta, T. Allan McArtor, Billy Nolen,
          Bobby Sturgell and Mike Whitaker...........................    74
        Letter dated June 10, 2025 to Hon. Ted Cruz from Ross
          Mitchell, Senior Vice President, Strategy, Business
          Development and Communications, MHI RJ Aviation Inc.
          (MHIRJ)....................................................    76
        Letter dated June 11, 2025 to Hon. Ted Cruz and Hon. Maria
          Cantwell from Curt Castagna, President and CEO, National
          Air Transportation Association (NATA)......................    77
    Statement of Senator Cantwell....................................     2
    Statement of Senator Young.......................................     4
    Statement of Senator Fischer.....................................    25
    Statement of Senator Kim.........................................    27
    Statement of Senator Budd........................................    29
    Statement of Senator Fetterman...................................    32
    Statement of Senator Duckworth...................................    35
    Statement of Senator Moreno......................................    37
    Statement of Senator Lujan.......................................    39
    Statement of Senator Peters......................................    41
    Statement of Senator Klobuchar...................................    43
    Statement of Senator Blackburn...................................    45
    Statement of Senator Baldwin.....................................    47
    Statement of Senator Sullivan....................................    49
    Statement of Senator Hickenlooper................................    51
    Statement of Senator Moran.......................................    53
    Statement of Senator Rosen.......................................    55
    Statement of Senator Lummis......................................    57
    Statement of Senator Markey......................................    58

                                   Witnesses

    Bryan Bedford, Nominee to be Administrator, Federal Aviation
      Administration.................................................     5
        Prepared statement...........................................     7
        Biographical information.....................................     9

                                    Appendix

    Response to written questions submitted to Bryan Bedford by:
        Hon. Dan Sullivan............................................    79
        Hon. Eric Schmitt............................................    80
        Hon. Tim Sheehy..............................................    81
        Hon. Shelley Moore Capito....................................    81
        Hon. Maria Cantwell..........................................    83
        Hon. Edward Markey...........................................    91
        Hon. Gary Peters.............................................    91
        Hon. Tammy Duckworth.........................................    92
        Hon. Ben Ray Lujan...........................................    94
        Hon. John Hickenlooper.......................................    95

                          NOMINATION OF BRYAN BEDFORD,
                          NOMINEE TO BE ADMINISTRATOR,
                        FEDERAL AVIATION ADMINISTRATION

                                  ----------

                            WEDNESDAY, JUNE 11, 2025

                                           U.S. Senate,
            Committee on Commerce, Science, and Transportation,
                                                        Washington, DC.
        The Committee met, pursuant to notice, at 10:03 a.m., in
    room SR-253, Russell Senate Office Building, Hon. Ted Cruz,
    Chairman of the Committee, presiding.
        Present: Senators Cruz [presiding], Fischer, Moran,
    Sullivan, Blackburn, Young, Budd, Schmitt, Moreno, Sheehy,
    Lummis, Cantwell, Klobuchar, Markey, Peters, Baldwin,
    Duckworth, Rosen, Lujan, Hickenlooper, Fetterman, Kim, and
    Blunt Rochester.

                  OPENING STATEMENT OF HON. TED CRUZ,
                        U.S. SENATOR FROM TEXAS

        The Chairman. Good morning. The Senate Committee on
    Commerce, Science, and Transportation will come to order.
    Today, we consider the nomination of Bryan Bedford to be the
    next Administrator of the Federal Aviation Administration. Mr.
    Bedford's nomination comes at a critical moment for the FAA.
        In January, American Airlines Flight 5342 collided with an
    Army Blackhawk helicopter, the deadliest accident in the United
    States in more than 15 years. That accident, and the air
    traffic control breakdowns that have occurred since, laid bare
    the vulnerable state of the U.S. air traffic control system.
        The technologies are outdated, old facilities are
    understaffed, and the systemic issues that have plagued the FAA
    for decades remain unresolved. The stakes are extraordinarily
    high. If the United States doesn't make critical progress in
    the near future, other countries, both allies and adversaries,
    will become aerospace hubs at our expense. It is my hope that
    under the leadership of Bryan Bedford, the United States will
    lead the world in aerospace innovation and remain the gold
    standard for safety.
        For the last 25 years, Mr. Bedford has led Republic
    Airways, growing it from a fledgling regional airline to one
    with over $3 billion in annual revenues and more than 200
    aircraft, all while maintaining a robust safety culture. As
    CEO, Mr. Bedford launched the LIFT Academy, the first airline-
    owned training academy to leverage modern technologies to train
    better aviators.
        LIFT Academy has created an affordable and state-of-the-art
    training for both aviation mechanics and pilots. It has become
    a vital pipeline to address the industry's workforce shortages.
    As a pilot, Mr. Bedford understands how important it is for
    pilots to go through rigorous training, both with real world
    and simular flight time, which is the best way to prepare for
    severe weather and extreme situations. 1,500 hours of mindless
    banner towing is no way to train a commercial pilot.
        Mr. Bedford did all of this while raising nine children
    along with his wife, Maria. And I will say in that, he shares
    the nine children with the great Supreme Court Justice Antonin
    Scalia, and so I expect similar great things from you, Mr.
    Bedford. The FAA is sorely in need of his steady leadership.
        No Senate confirmed head of the agency has completed a full
    5 year term since 2018. Looking forward, the FAA faces numerous
    challenges. It needs help to get Boeing back on track. The FAA
    will have to integrate new aviation technologies like drones,
    and air taxis, and commercial space launches, and it must
    accelerate the advancement of air traffic control.
        Last week, this committee released the Commerce title of
    the Senate Reconciliation Bill. We will provide the FAA with
    more than $12 billion, an historic investment, to improve poor
    infrastructure and to deploy better technology. Poor management
    over many decades has left Congress with no choice.
        I have high expectations for transparency, and this
    committee intends to hold both the Department of Transportation
    and the FAA accountable for implementing the improvements
    responsibly and promptly.
        I look forward to hearing how Mr. Bedford will ensure that
    the FAA is equipped to meet this moment and to bring the U.S.
    aviation system into the modern era. And I look forward to
    hearing also how under his leadership, we will modernize air
    traffic control to keep the flying public safe, which is the
    principle and the core responsibility of the FAA.
        I now turn to Ranking Member Cantwell for her opening
    statement.

                   STATEMENT OF HON. MARIA CANTWELL,
                      U.S. SENATOR FROM WASHINGTON

        Senator Cantwell. Thank you, Mr. Chairman. And
    congratulations on your nomination, Mr. Bedford. Welcome to
    your family and their willingness to help in this larger
    effort.
        Before I begin, I want to recognize the members of families
    who are here from the Colgan Flight 3407. They have been a
    constant source of aviation safety focus, and I want recognize
    Tim and Sherry Lilly, who lost their son in the January
    American DCA collision.
        Thank you for being here and your focus on safety. It is
    important that we have an FAA Administrator who strengthens our
    aviation standards to honor the families who have lost loved
    ones in these tragic accidents. The position is one with
    enormous responsibility. Every day, the FAA manages around
    45,000 flights, ensuring the safety of over 2.9 million
    commercial airline passengers.
        The agency's fundamental mission is safety, ensuring the
    United States maintains the world's safety aviation system. The
    tragic midair collision in January between the Army Blackhawk
    helicopter and American Airlines Flight 5342 took the lives of
    67 people and is a stark reminder what happens when the system
    fails.
        These failures underscore why we must have an Administrator
    who is an unwavering champion for safety, who strengthens
    safety standards rather than seeking a way around them. Your
    nomination does not come in a vacuum.
        So the committee has obviously heard from other Trump
    Administration officials, and we are concerned about light
    touch approaches in general. I can ensure you that we need a
    hands-on approach, not a hands-off approach.
        We don't need someone changing the standards just because
    they think they can lower costs. As multiple high profile
    aviation incidents have shown us that prioritizing efficiency
    over safety leads to higher costs instead of doing the right
    thing the first time. So simply put, we need an Administrator
    that my colleague and I agree on helps us get to the gold
    standard in the United States of America.
        Someone who is not looking for shortcuts but is looking to
    restore this for the U.S. Congress passed the FAA
    Reauthorization Bill with overwhelming bipartisan support to
    strengthen safety, modernize our air traffic control system,
    and build a qualified workforce.
        We required the FAA to mandate 25-hour cockpit voice
    recorders, overhaul helicopter air tour safety regulations
    requiring foreign maintenance repair stations to meet the same
    safety standards that we have in the U.S., and the law
    authorized $17 billion for critical air traffic control
    technology equipment upgrades.
        Given that, Secretary Duffy's plans to build off of that
    FAA law, I am very interested in how you plan to implement that
    vision. While attention to upgrading our air traffic system is
    encouraging, recent outages at Newark make clear that the FAA
    needs an all hands on deck approach.
        We are experiencing the serious loss of talent at the FAA.
    So I certainly don't agree with the Administration's cutting of
    FAA officials. Senior FAA leaders are leaving, and the FAA has
    lost about 3 percent of its workforce. I firmly believe in the
    next aviation mission, which is the thermoplastic composites
    that both commercial aviation will use that will make
    production go from 40 planes a month to 100 planes a month. We
    need it for space, and we absolutely need it for national
    defense security.
        So I hope that the FAA can fill both these roles of safety
    and the future of aviation implementation. I look forward to
    hearing how you can fulfill these missions, and we want to know
    what you are going to do to strengthen the oversight of safety,
    both here in the U.S. and internationally at ICAO.
        The United States needs to advocate for the highest safety
    standards on an international basis as well. You spent an
    entire career in the airline industry, so we know you know the
    aviation business at Republic Airways. I do have concerns about
    the long opposition to the FAA's 1,500-hour rule finalized in
    2013. You said that the rule ``does not--does nothing to
    further the goal of increased flight safety.''
        Since the 1,500-hour rule and the reforms that took place,
    fatalities have been reduced by 99 percent in the last 11
    years. So I am sure I will ask you for the record what you
    think about the 1,500-hour rule and what we need to do to
    continue the exemplary investment in aviation safety.
        The DCA collision exposed multiple safety failures,
    including the Army Blackhawk helicopter not transmitting
    enhanced ADS-B Out technology on safe flight routes for mixed
    traffic DCA, and a lack of FAA and Department of Defense
    coordination. That is why I introduced with my colleagues,
    Senator Duckworth, Klobuchar, Warnock, Kaine, Warner, and
    Markey, legislation to ensure that the FAA has an effective,
    integrate agency-wide safety management system to prioritize
    the reviews of airports and high volume traffic.
        So I look forward to asking you about how you plan to
    strengthen this particular area of FAA oversight. So, Congress
    has clearly prescribed a very proactive approach for the FAA
    oversight, not reactive. So this is the path forward, a
    stronger, more effective FAA. I look forward to discussing
    these issues with you. And again, congratulations on your
    nomination.
        The Chairman. Thank you. I will now turn to our colleague
    from Indiana, Senator Young, to introduce Mr. Bedford.

                     STATEMENT OF HON. TODD YOUNG,
                       U.S. SENATOR FROM INDIANA

        Senator Young. Well, thank you Chairman Cruz, Ranking
    Member Cantwell, members of the Committee. I am grateful for
    this opportunity to introduce my friend, Bryan Bedford, to this
    committee.
        Last year, a report by the General Accountability Office
    documented the troubling state of America's air traffic control
    systems. Critical infrastructure is aging or already outdated.
    Many of our control towers are four decades old. Our average
    air traffic route--air route traffic control centers were built
    over a half century ago.
        Nearly 80 percent of the Federal Aviation Administration's
    systems are operationally untenable in the long term. The FAA
    workforce in safety-critical positions, none of which it should
    be noted were eliminated as part of the recent resignation
    program, is understaffed and overworked, leading to potentially
    dangerous burnout.
        Modernization of America's aviation system is overdue.
    Secretary Duffy has introduced a plan to provide much needed
    upgrades to not only strengthen the safety of, but also improve
    the efficiency of our air traffic control system. And Bryan
    Bedford is exactly the type of innovative leader to implement
    these much needed reforms. He is the Administrator the FAA
    needs now.
        I say this not only because of his Indiana connections,
    though those help in my book. He has been a Carmel resident for
    the past 26 years, and being a Hoosier is itself a
    recommendation. I say this because of his demonstrated
    leadership in the aviation industry. Bryan took over Republic
    Airways after September 11, 2001, a time when the industry
    faced tremendous challenges, decreasing profits, reduced demand
    for commercial flights, and the urgent need for significant
    security overhauls.
        He guided Republic through this challenging landscape,
    turned the company around, increased its annual revenue from
    $85 million to $3 billion, grew its fleet from 27 propeller
    crafts to 250 jets. He has not only overseen successful mergers
    with other carriers, but also partnered with American, Delta,
    and United Airlines, from whom Republic runs regional routes.
        The next leader of the FAA will face considerable
    challenges reforming America's aviation system. Meeting them is
    critical to the safety of our citizens and the well-being of
    our economy. It will require visionary thinking, the ability to
    create partnerships between Government and industry, and
    firsthand understanding of America's aviation system.
        And he will demonstrate today, Ryan Bedford will
    demonstrate that he brings all these skills to the position of
    FAA Administrator. So I look forward to hearing from and
    confirming him, and then working with him on ways we can
    increase safety efficiency and innovation in our aviation
    ecosystem. Mr. Chairman.
        The Chairman. Thank you. I now recognize Mr. Bedford for
    his opening statement and to introduce his beautiful family
    that is behind him.

       STATEMENT OF BRYAN BEDFORD, NOMINEE TO BE ADMINISTRATOR,
                    FEDERAL AVIATION ADMINISTRATION

        Mr. Bedford. Well, thank you, Mr. Chairman. It is my
    pleasure to introduce my family. I am so blessed that they were
    able to be here with me. My wife, Maria, you know, my spouse
    for 35 years, best friend. And you gave me credit for raising
    nine kids. She deserves all the credit for that.
        So, I really want to thank you for your prayerful
    discernment in our decision to accept the President's call to
    serve. Our son, Hunter, is with us. Hunter and his wife, Anne,
    and their two beautiful kids, Jack and Grace. They live in
    Sewickley, Pennsylvania. The rest of our brood live near us in
    Carmel, Indiana.
        Our daughter, Elena, and her husband, Luis Salcedo, and our
    beautiful grandchildren, RJ, Isabella, and Mila. Our daughter
    Olivia and her husband, David Cook, are with us. Their
    children, Wesley and Sylvie. Our son, Jacob. Jacob is currently
    at our LIFT Academy and is just a few weeks away from finishing
    his commercial pilot license.
        Our son, Peter, is a rising junior--a rising senior, sorry,
    at Purdue University. Our daughter, Isabella--I'm sorry,
    Amelia--they are so hard to keep track of. She is a rising
    sophomore at Purdue University. Our daughter Isabella is a
    rising junior at Guerin Catholic. She is driving this summer,
    and I promised the Secretary she would do OK.
        And then finally, our daughter Gianna is with us. She is a
    rising eighth grader at Our Lady of Mount Carmel School. And I
    am just so very grateful. Oh, I forgot Logan. He is not able to
    be with us--Logan and his wife, Elizabeth. Logan is finishing
    his PhD at IU in Alzheimer's research, and they are at a
    conference presenting his research today.
        So anyway, thank you for the opportunity to introduce the
    family. Thank you, Chairman Cruz, Ranking Member Cantwell, and
    members of the Committee. I want to start by thanking President
    Trump for nominating me and for his bold vision to restore our
    Nation's air traffic control system to its rightful place as
    the world's leader in aviation safety, efficiency, and
    reliability.
        I would also like to thank Secretary Duffy for the
    confidence and support that he has shown me throughout this
    process. From the first flight at Kitty Hawk, America has led
    the world in aviation innovation. Both my parents worked on
    America's space program, including the Gemini and Apollo
    missions, which I believe remains one of the greatest
    achievements of this Nation or any nation.
        Flying is safe, but as you know, the system that manages
    our skies is showing its age. The stresses of this antiquated
    system truly came into view as we all returned to the skies
    after COVID. Chronic understaffing, controller fatigue,
    outdated facilities and telecommunications technology has
    placed a significant strain on the men and women at the FAA.
        And it has absolutely frustrated travelers with excessive
    delays and cancellations and has caused the public to question
    whether it is truly safe to fly. The most tragic example, of
    course, was the chain of events that led to the loss on January
    29 of 67 lives.
        I continue to pray for the families of the victims of that
    tragedy. They suffered an unimaginable loss. In our 24 hour
    news cycle--it is very quick to forget the events behind us.
    However, we can't lose the perspective of these families. We
    must keep them top of mind in all that we do going forward to
    honor their memory by making flying in America safer than ever
    before.
        And I can assure each of you that if confirmed, my top
    priority will be public safety and restoring the public's
    confidence in flying. I watched the March 27th hearing, and I
    believe this committee understands that the FAA is at a
    crossroads. In the years preceding that tragic night in
    January, there were 85 similar misses at Reagan National. We
    ask, how did this go unaddressed? It is not acceptable.
        Failure to recognize and mitigate this risk was an
    oversight of the FAA's safety management system. Thankfully,
    this Administration has already taken swift action to secure
    the skies over our Nation's capital by permanently restricting
    non-essential helicopter traffic and eliminating mixed traffic
    at Reagan.
        It is also my understanding that the FAA and the Department
    of Defense are re-evaluating the agreement that governs certain
    military operations in the area to prioritize public safety.
    Meanwhile, the FAA is launching new initiatives with new tools
    to identify other hotspots at airports around the country to
    inform them whether similar restrictions may be necessary.
        This is the kind of work that should have been done years
    ago, and I am encouraged. I have been in the field of aviation
    for over 35 years. I know change can be hard, but I believe the
    agency can get back on the right track if we can all agree
    first that the air traffic control system needs significant
    investment.
        Prior to accepting the President's nomination, I asked
    President Trump if I could meet with the senior team at the
    FAA. They are a talented group of dedicated professionals.
    During that meeting, they expressed their concerns with the
    outmoded analog technology, obsolete facilities, and chronic
    staffing challenges at our Nation's air traffic control
    centers.
        Airline passengers pay significant taxes which are intended
    to modernize our systems and ensure that we maintain the most
    advanced air traffic control capabilities in the world.
        However, I was informed that more than 90 percent of the
    FAA's nearly $6 billion annual budget for modernization is
    actually consumed with the maintenance and sustainability of
    the old system, leaving virtually nothing for a modernization
    investment. President Trump has provided us with the right
    vision.
        Secretary Duffy and the team have been working diligently
    on defining the plan and the workforce surge. And if confirmed,
    I will work closely with this committee to articulate our
    strategy and to competently execute the plan. I will work
    closely with the professional men and women at the FAA to
    provide the leadership that is necessary to execute the
    President's vision to build a new, best in class air traffic
    control system, and to rectify the chronic understaffing at our
    Nation's air centers.
        However, to accomplish this, I hope we can agree, we can't
    repeat the mistakes of the past. We can't accept half measures.
    In closing, it is equally important to me to reinvigorate the
    safety culture at the FAA, to become proactive and fully
    invested in a vibrant SMS culture.
        I seek transparency, frequent communication, and radical
    accountability to rebuild the trust among our FAA workforce and
    with all of our aviation stakeholders. I hope today we can show
    this will be a bipartisan effort, a shared commitment to
    restoring uncompromising safety, fidelity, and reliability to
    our national airspace system.
        Together, we can design and build a new system which will
    allow the emergence of new technologies such as drones and
    advanced air mobility aircraft to be safely introduced into our
    NAS, and to usher in a new era of innovation and opportunity
    for American aviation.
        Should the Senate choose to confirm me as the next FAA
    Administrator, I pledge to work collaboratively and
    transparently with this committee, to communicate frequently
    and candidly about the agency's challenges and our strategy to
    overcome them.
        But most importantly, I pledge to uphold the sacred trust
    placed in us by the American people. I welcome your support and
    your questions. Thank you.
        [The prepared statement and biographical information of Mr.
    Bedford follow:]

       Prepared Statement of Bryan Bedford, Nominee to be Administrator,
                        Federal Aviation Administration
        Thank you, Chairman Cruz, Ranking Member Cantwell, Members of the
    Committee.
        I want to start by thanking President Trump for nominating me, and
    for his bold vision to restore our Air Traffic Control system to its
    rightful place as the world's leader in aviation safety, efficiency,
    and reliability.
        I want to thank Secretary Duffy for the confidence and support that
    he has shown me throughout this process.
        America is the land where aviation began. Both of my parents worked
    on America's Space program, including the Gemini and Apollo missions,
    which, I believe, remain the greatest aviation achievements of this
    Nation or any nation.
        America has always led the world in aviation innovation.
        Flying is safe, but as you know the system that manages our skies
    is showing its age. The stresses of this antiquated system truly came
    into view as we all returned to the skies after COVID.
        Chronic understaffing, controller fatigue, outdated facilities and
    telecommunication technology has placed a strain on the men and women
    at the FAA. It has frustrated travelers with excessive delays and
    cancellations; and it has caused the public to question whether it's
    truly safe to fly.
        The most tragic example, of course, was the chain of events that
    led to the January 29th collision near Reagan National resulting in the
    loss of 67 lives.
        I continue to keep all the families of the victims of that tragedy
    in my prayers. They suffered an unimaginable loss. In our 24-hour news
    cycle, these stories are often quickly forgotten. However, we must keep
    those 67 souls and their families in mind in all that we do going
    forward to honor their memory by making flying in America safer than
    ever before.
        I can assure all of you that, if confirmed, my top priority will be
    public safety and in restoring the public's confidence in flying.
        I watched the March 27th hearing, and I believe this Committee
    understands that the FAA is at a crossroads.
        In the years preceding that tragic night in January, there were 85
    similar near misses at Reagan National. How did this go unaddressed?
    It's unacceptable.
        Failure to recognize this risk was a clear oversight of the FAA's
    Safety Management System.
        Thankfully, this Administration has already taken swift action to
    secure the skies over our Nation's capital by permanently restricting
    non-essential helicopter operations and eliminating mixed helicopter
    and fixed wing traffic. It is also my understanding that the FAA and
    the Department of Defense are reevaluating the agreement that governs
    certain military operations in the area to prioritize public safety.
        Meanwhile, the FAA has launched a new initiative using new tools to
    identify other helicopter hotspots at airports around the country and
    inform whether similar restrictions may be necessary.
        This is the kind of work that should have been done years ago, and
    I couldn't be more encouraged.
        I've been in the field of aviation for more than 35 years. I
    believe we can get the Agency back on the right track, but first we
    must agree that our Air Traffic Control system needs significant
    investment.
        Prior to accepting the nomination, I asked the President if I could
    meet with the senior team at the FAA. They are an impressive group of
    talented, dedicated men and women. During that meeting, they expressed
    serious concerns with outmoded, analog telecommunications technology,
    obsolete facilities, and the chronic staffing challenges at our air
    traffic control centers.
        Airline passengers pay significant taxes intended to modernize our
    systems to ensure that we maintain the most advanced air traffic
    control capabilities in the world. I was informed that more than 90
    percent of the FAA's $6B annual modernization budget is consumed with
    the maintenance and sustainability of the old system, leaving virtually
    nothing for real modernization investment.
        President Trump has provided us with a vision. Secretary Duffy and
    the team have been working diligently on defining the plan and the
    workforce surge. If confirmed, I will work closely with this Committee
    to articulate our strategy to competently execute the plan. I will work
    closely with the professional men and women at the FAA to provide the
    leadership necessary to execute the President's vision to build a new,
    best-in-class, air traffic control system, and to rectify the chronic
    understaffing at our Nation's air centers. To accomplish this, we
    cannot repeat the mistakes of the past by accepting half measures.
        Equally important to me is to reinvigorate the safety culture at
    the FAA; to become proactive and fully invested in a vibrant SMS
    culture. I seek transparency, frequent communication, and radical
    accountability to rebuild trust among all our aviation stakeholders and
    our FAA workforce.
        I hope this will be a bipartisan effort: a shared commitment to
    restoring uncompromising safety, fidelity, and reliability to our
    National Airspace System.
        Together we can design and build a new system that will allow the
    emergence of new technologies such as drones and electric vertical take
    off and landing aircraft to be safely introduced into the NAS and to
    usher in a new era of innovation and opportunity for American aviation.
        Should the Senate choose to confirm me as the next FAA
    Administrator, I pledge to work collaboratively and transparently with
    this Committee, and to communicate frequently and candidly about the
    agency's challenges, and our strategy to overcome them. Most
    importantly, I pledge to uphold the sacred trust placed in us by the
    American people.
        I welcome your support and your questions. Thank you.
                                     ______

                          a. biographical information
        1. Name (Include any former names or nicknames used): Bryan Keith
    Bedford.
        2. Position to which nominated: Administrator, Federal Aviation
    Administration.
        3. Date of Nomination: March 17, 2025.
        4. Address (List current place of residence and office addresses):

            Residence: Information not released to the public.
            Office: Information not provided.

        5. Date and Place of Birth: October 26, 1961; Clearwater, Florida.
        6. Provide the name, position, and place of employment for your
    spouse (if married) or domestic partner, and the names and ages of your
    children (including stepchildren and children by a previous marriage).

            Maria Richelle Bedford, homemaker

            Hunter Gale Bedford, age 31

            Elaina Teresa (Bedford) Salcedo, age 30

            Olivia Nicole (Bedford) Koch, age 28

            Logan Michael Bedford, age 26

            Jacob Richard Bedford, age 23

            Peter Joseph Bedford, age 21

            Amelia Rachel Bedford, age 19

        7. List all college and graduate schools attended, whether or not
    you were granted a degree by the institution. Provide the name of the
    institution, the dates attended, the degree received, and the date of
    the degree.

            Polk Community College, Fall 1979 to Spring 1981
                    Associates in Arts Degree

            Florida State University, Summer 1983 to Spring 1985
                    Bachelors Degree in Business with majors in accounting
                    and finance

            Florida State University, Graduate School of Business
                    Attended graduate classes in accounting, Summer 1985 to
                    Spring 1986

            University of South Florida, Graduate School of Business
                    Attended graduate classes in accounting, Summer 1986
                    Note: per FL law, I needed to obtain 30 hours of
                    graduate level study in order to sit for the CPA exam.

            University of Minnesota, Executive Masters Program, December
            1996

        8. List all post-undergraduate employment, including the job title,
    name of employer, and inclusive dates of employment, and highlight all
    management-level jobs held and any non-managerial jobs that relate to
    the position for which you are nominated.

            Staff Accountant, Peat Marwick Main (KPMG), May 1986-Sep 1987

            Financial Controller, Continental Express, Sep 1987-Aug 1988

            Vice President, Finance Aspen Airways, Aug 1988-Jan 1990

            Chief Financial Officer, West Air, Jan 1990-Mar 1992

            Chief Financial Officer, Phoenix Airline Services, Mar 1992-Oct
            1993

            Chief Executive Officer, Business Express Airlines, Oct 1993-
            Jul 1995

            Chief Executive Officer, Mesaba Airlines, Jul 1995-June 1999

            Chief Executive Officer, Republic Airways, Jul 1999to
            present\1\
    ---------------------------------------------------------------------------
        \1\ Pursuant to my position as CEO of Republic Airways Holdings,
    Inc, I currently serve as Chairman and CEO of the following entities:
    Republic Airways Inc.; Lynx Aviation, Inc.; Republic Airways Services,
    Inc.; Carmel Finance 2015 LLC; Brickyard Lane Holding LLC; 1 Brickyard
    Lane LLC; 25 Brickyard Lane LLC; Leadership In Flight Training Academy
    LLC; LIFT Aircraft LLC; LIFT Maintenance LLC; Lynx Connection LLC; and
    Brickyard Connection, LLC.

    ---------------------------------------------------------------------------
            President and CEO, Frontier Airlines, Sep 2009-Dec 2013

            President and CEO, Midwest Express, Jul 2009-Feb 2011

        9. Attach a copy of your resume.
        See Attachment A
        10. List any advisory, consultative, honorary, or other part-time
    service or positions with Federal, State, or local governments, other
    than those listed above after 18 years of age.

            Member, Future Aviation Advisory Committee May 2010-April 2011
            Chair of the Environment subcommittee

        11. List all positions held as an officer, director, trustee,
    partner, proprietor, agent, representative, or consultant of any
    corporation, company, firm, partnership, or other business, enterprise,
    educational, or other institution.

            Vice President, Finance, Aspen Airways

            Vice President and Chief Financial Officer, West Air

            Executive Vice President and Chief Financial Officer, Phoenix
            Airline Services

            President and Chief Executive Officer, Business Express
            Airlines

            President and Chief Executive Officer and Director, Mesaba
            Airlines

            President and Chief Executive Officer and Director, Republic
            Airways\2\
    ---------------------------------------------------------------------------
        \2\ Pursuant to my position as CEO of Republic Airways Holdings,
    Inc, I currently serve as Chairman and CEO of the following entities:
    Republic Airways Inc.; Lynx Aviation, Inc.; Republic Airways Services,
    Inc.; Carmel Finance 2015 LLC; Brickyard Lane Holding LLC; 1 Brickyard
    Lane LLC; 25 Brickyard Lane LLC; Leadership In Flight Training Academy
    LLC; LIFT Aircraft LLC; LIFT Maintenance LLC; Lynx Connection LLC; and
    Brickyard Connection, LLC.
    ---------------------------------------------------------------------------
           President and CEO and Director, Frontier Airlines
           President and CEO and Director, Midwest Express

            Governing Board Member, Guerin Catholic High School

            Hyannis Air Services, Inc. dba Cape Air, Board Member and Chair
            of the Audit Committee

        12. List all memberships you have had after 18 years of age or
    currently hold with any civic, social, charitable, educational,
    political, professional, fraternal, benevolent or religiously
    affiliated organization, private club, or other membership organization
    (You do not have to list your religious affiliation or membership in a
    religious house of worship or institution). Include dates of membership
    and any positions you have held with any organization. Please note
    whether any such club or organization restricts membership on the basis
    of sex, race, color, religion, national origin, age, or disability.

            Florida State University, Finance Society, Founding President

            Beta Alpha Psi, accounting fraternity, FSU Chapter

            Beta Gamma Sigma, International Business Honor Society

            Florida Institute of Certified Public Accountants (FICPA)

            American Institute of Certified Public Accountants (AICPA)

            Equestrian Order of the Holy Sepulcher, Catholic Religious
            Fraternity

            Guerin Catholic High School, Governing Board Member

        13. Have you ever been a candidate for and/or held a public office
    (elected, non-elected, or appointed)? If so, indicate whether any
    campaign has any outstanding debt, the amount, and whether you are
    personally liable for that debt. No.
        14. List all memberships and offices held with and services
    rendered to, whether compensated or not, any political party or
    election committee within the past ten years. If you have held a paid
    position or served in a formal or official advisory position (whether
    compensated or not) in a political campaign within the past ten years,
    identify the particulars of the campaign, including the candidate, year
    of the campaign, and your title and responsibilities. None.
        15. Itemize all political contributions to any individual, campaign
    organization, political party, political action committee, or similar
    entity of $200 or more for the past ten years.

            Young Victory Cmte, March 31, 2021--$11,600

            Todd Young for Senate, March 31, 2021--$2,900

            Regional Airline Association, Sept. 5, 2019--$5,000

            Republican National Cmte, Jan. 4, 2016--$750

            Republican National Cmte, April 9, 2015--$600

        16. List all scholarships, fellowships, honorary degrees, honorary
    society memberships, military medals, and any other special recognition
    for outstanding service or achievements.

            Mesaba Airlines, ATW Regional Airline of the Year, 1997

            Minneapolis Business Journal 40 under 40 award 1997

            Mesaba Airlines, CR News, Regional Airline Executive of the
            Year 1997

            Indianapolis Business Journal 40 under 40 award 2001

            Chautauqua Airlines, Regional Airline News, Airline of the
            Year, 2003

            Regional Airline World, Airline Executive of the Year, 2003

            Chautauqua Airlines, ATW Regional Airline of the Year, 2004

            Republic Airways, ATW Regional Airline of the Year, 2008

            Airline Business Executive Strategy Award, 2008

            E&Y Entrepreneur of the Year, Regional Award, 2010

            MIRA--Large Enterprise of the Year, 2020

            Indiana 250 honoree, 2023

            Indiana 250 honoree, 2024

            MIRA--Technology Company of the Year, 2025

        17. List all books, articles, columns, letters to the editor,
    Internet blog postings, or other publications you have authored,
    individually or with others. Include a link to each publication when
    possible. If a link is not available, provide a digital copy of the
    publication when available. None.
        18. List all speeches, panel discussions, and presentations (e.g.,
    PowerPoint) that you have given on topics relevant to the position for
    which you have been nominated. Include a link to each publication when
    possible. If a link is not available, provide a digital copy of the
    speech or presentation when available.
        See Attachment B
        19. List all public statements you have made during the past ten
    years, including statements in news articles and radio and podcasts and
    television appearances, which are on topics relevant to the position
    for which you have been nominated, including dates. Include a link to
    each statement when possible. If a link is not available, provide a
    digital copy of the statement when available.
        See Attachment B
        20. List all digital platforms (including social media and other
    digital content sites) on which you currently or have formerly operated
    an account, regardless of whether or not the account was held in your
    name or an alias. Include the full name of an ``alias'' or ``handle'',
    including the complete URL and username with hyperlinks, you have used
    on each of the named platforms. Indicate whether the account is active,
    deleted, or dormant. Include a link to each account if possible.
        I am only on Linkedin under Bryan Bedford
        21. Identify each instance in which you have testified orally or in
    writing before Congress in a governmental or non-governmental capacity
    and specify the date, committee, and subject matter of each testimony.
        April 30, 2014, House T&I Aviation Subcommittee. Hearing on Air
    Service to Small and Rural Communities. See Attachment C
        22. Given the current mission, major programs, and major
    operational objectives of the FAA, what in your background or
    employment experience do you believe affirmatively qualifies you for
    appointment to the position for which you have been nominated, and why
    do you wish to serve in that position?
        I am an accomplished, senior executive who has significant
    experience managing complex organizations. I have a strong track record
    of demonstrating success in restructuring and reorganizing people,
    processes, and capital to consistently achieve superior operational and
    financial performance. The FAA has many reasons to explain its lack of
    success in modernizing ATC: lack of budget predictability, lack of
    staff resources, onerous agreements, chronic age of the facilities, and
    obsolescence of the currently employed telecommunications technology.
    However, the root cause of FAA's inability to complete its mission to
    modernize air traffic systems and effectively manage safety is the lack
    of strategic vision and competent leadership. Unless the root causes
    are addressed, the results will continue to be the same.
        After the horrific accident on January 29, 2025, those of us who
    are passionate about aviation can no longer afford to sit on the
    sidelines as FAA fails to carry out its safety mission. I only needed
    one reason to say yes to President Trump: I firmly believe in his
    vision for building a new, modernized air traffic control system, not
    just incremental changes. I believe both the President and the
    Secretary of Transportation are very serious about wanting to build
    this system for the American public: quickly, effectively, and
    efficiently. I believe I can help make a positive difference.
        23. What do you believe are your responsibilities, if confirmed, to
    ensure that the FAA has proper management and accounting controls, and
    what experience do you have in managing a large organization?
        My primary responsibility will be to execute the President's and
    Secretary Duffy's vision of creating a new, state-of-the-art air
    traffic control system--a system that is safe, reliable, efficient,
    well-staffed and scalable--to meet the needs of its more than one
    billion airline passengers that rely on the system each year. Airlines
    for America estimates that 5 percent of GDP, or nearly $1.5 trillion of
    the U.S. economy, is derived from air travel and related services. Most
    local communities believe that access to air travel is one of, if not
    the most, important factor in their quality of life; it is the economic
    life blood of their communities. The stakes are high. Acting together
    with the Administration, Congress, our controllers, industry
    stakeholders, and technology partners, we can:

       Build a superior safety system;

       Properly staff it;

       Be good stewards of taxpayer resources;

       Provide congress with radical transparency, accountability,
            and engagement; and

       Drive new efficiencies and scalability which will reduce
            future costs.

        Working together, we have a unique opportunity to build a new
    system that not only meets the needs of the traveling public but will
    do so in a cost-efficient manner. This does not require a Manhattan
    project or moonshot approach to solve our problems.
        The new ATC system will enable the agency to design the NAS to
    accommodate emerging, innovative technologies, such as drones and Urban
    Air Mobility (UAM) vehicles. Without redesigning the NAS and re-
    equipping ATC, innovation in aviation will continue to be delayed.
    Hybrid electric vehicles will be a key disruptive technology that
    allows us to reconnect dozens of rural communities that have been
    disconnected from our Nation's air transportation system. Our NAS must
    be ready to safely integrate their future deployment.
        Equally important is the need to urgently address the agency's
    reactive safety culture. I will refocus the agency to a proactive
    safety culture based on enhanced safety management systems (SMS) across
    the spans and layers of the organization, collaboration, transparent
    communication, front line engagement, and accountability. Working with
    the Secretary, we will clearly set the agency's mission priorities and
    develop appropriate metrics to measure our progress toward real goal
    attainment. If confirmed, I look forward to collaborating with this
    Committee on setting the FAA's future Flight Plan.
        Finally, it is the Administrator's responsibility to efficiently
    staff the ATC system. Staffing challenges have plagued the agency for
    nearly a decade and yet we have almost nothing to show for past efforts
    to address staffing shortages. I know something about overcoming
    serious staffing challenges. Over the past seven years, Republic
    Airways has invested over $100M to build our advanced flight training
    academy: LIFT. In doing so we are now self-sufficient for future
    qualified first officers. We have turned a chronic industry pilot
    shortage into a true competitive advantage. I am confident the FAA can
    use many of the same strategies to solve the chronic controller
    shortage under my leadership.
        24. What do you believe to be the top three challenges facing the
    FAA, and why?

      1.  Trust--There is a profound lack of trust with and within the
            agency. Part of this is due to an unwieldy organizational
            structure with unnecessary spans, layers, and silos which makes
            responsibility opaque and accountability difficult at best.
            There is also a lack of trust outside the agency, with
            Congress, with OMB, and throughout the user community. Much of
            this can be traced to failures like Max certification
            oversight, the chronically delayed NextGen implementation, and
            continued controller shortages. However, the primary cause is a
            culture problem. Innovation always entails some amount of risk-
            taking (not every seemingly good idea actually works as
            initially planned). There appears to be no incentive for anyone
            at FAA to take any innovation risk for fear that it could fail.
            You could say there was an ``if it ain't broke, don't fix it''
            attitude, but that has morphed into a quiet resignation that
            ``we can't fix it, but we can do our very best to make the
            system work safely today'' mindset. Ensuring the safety and the
            modernization of our Air Traffic Control system is too critical
            to continue down the same path.

      2.  Transparency--The lack of trust makes many managers at FAA
            reluctant to speak up for fear of retribution. Why take that
            risk when you do not trust the culture? A malaise has set in
            whereby managers believe the agency is helpless to make the
            necessary changes, and furthermore, they rationalize it isn't
            really their fault. The best they can do is fight every day to
            make the current system limp along safely. All energy is
            focused on today and nothing remains to think about tomorrow.
            The lack of transparency and trust leads Congress to pass a
            1,000-page bill that is filled with very prescriptive
            directives and hard deadlines for implementation. When those
            hard deadlines are missed, more trust is lost, and finally
            inertia sets in. Inertia permeates the agency presently. Having
            said that, I believe there are very good, hardworking
            professionals at the FAA that want to improve the agency's
            performance, which gets us to the last and maybe most important
            challenge.

      3.  Leadership--In the last 25 years, the FAA has had 5
            Administrators and 6 Acting Administrators. The average tenure
            of the 5 Administrators is less than 3 years. Below the
            Administrator, there are 8-9 senior leadership positions. Those
            positions tend to turn over more frequently than the
            Administrator role. Suffice to say, the lack of steady and
            qualified leadership helps to explain the lack of any coherent
            strategy or vision for the agency. Winning organizations have
            strong, principled leadership--leadership that develops and
            promotes a consistent vision and strategy, as well as mission
            priorities and guiding principles that tend to permeate
            successful organizations. To be successful and effective, the
            FAA needs this type of leadership. I believe I can help provide
            this leadership. Ideally, this will be a bipartisan effort.
                       b. potential conflicts of interest
        1. Describe all financial arrangements, deferred compensation
    agreements, and other continuing dealings with business associates,
    clients, or customers. Please include information related to retirement
    accounts, such as a 401(k) or pension plan.
        If confirmed, I will still have a small equity stake in Republic
    Airways. I have consulted with the Office of Government Ethics and the
    Department of Transportation (DOT) Designated Agency Ethics Official in
    regard to this interest, and it will be addressed in the terms of the
    ethics agreement I will enter into with the DOT Designated Agency
    Ethics Official, which will be provided to this Committee. I will also
    maintain two 401K retirement accounts from both Republic and Endeavor.
        2. Do you have any commitments or agreements, formal or informal,
    to maintain employment, affiliation, or practice with any business,
    association, or other organization during your appointment? If so,
    please explain. No.
        3. Indicate any investments, obligations, liabilities, or other
    relationships which could involve potential conflicts of interest in
    the position to which you have been nominated. Explain how you will
    resolve each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation
    (DOT) Designated Agency Ethics Official to identify potential conflicts
    of interest. Any potential conflicts of interest will be resolved
    consistent with the terms of an ethics agreement I will enter into with
    the DOT Designated Agency Ethics Official, which will be provided to
    this Committee. I am not aware of any other potential conflicts of
    interest.
        4. Describe any business relationship, dealing, or financial
    transaction which you have had during the last ten years, whether for
    yourself, on behalf of a client, or acting as an agent, that could in
    any way constitute or result in a possible conflict of interest in the
    position to which you have been nominated. Explain how you will resolve
    each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation
    (DOT) Designated Agency Ethics Official to identify potential conflicts
    of interest. Any potential conflicts of interest will be resolved
    consistent with the terms of an ethics agreement I will enter into with
    the DOT Designated Agency Ethics Official, which will be provided to
    this Committee. I am not aware of any other potential conflicts of
    interest.
        5. Identify any other potential conflicts of interest and explain
    how you will resolve each potential conflict of interest.
        In connection with the nomination process, I have consulted with
    the Office of Government Ethics and the Department of Transportation
    (DOT) Designated Agency Ethics Official to identify potential conflicts
    of interest. Any potential conflicts of interest will be resolved
    consistent with the terms of an ethics agreement I will enter into with
    the DOT Designated Agency Ethics Official, which will be provided to
    this Committee. I am not aware of any other potential conflicts of
    interest.
        6. Describe any activity during the past ten years, including the
    names of clients represented, in which you have been engaged for the
    purpose of directly or indirectly influencing the passage, defeat, or
    modification of any legislation or affecting the administration and
    execution of law or public policy.
        In that timeframe, I have been active on the Hill in service to
    Republic Airways and working with the Regional Airline Association
    industry advocacy group.
                                c. legal matters
        1. Have you ever been disciplined or cited for a breach of ethics,
    professional misconduct, or retaliation by, or been the subject of a
    complaint to, any court, administrative agency, the Office of Special
    Counsel, an Inspector General, professional association, disciplinary
    committee, or other professional group?
        No.
        If yes:

      a.  Provide the name of the court, agency, association, committee, or
            group;

      b.  Provide the date the citation, disciplinary action, complaint, or
            personnel action was issued or initiated;

      c.  Describe the citation, disciplinary action, complaint, or
            personnel action;

      d.  Provide the results of the citation, disciplinary action,
            complaint, or personnel action.

        2. Have you ever been investigated, arrested, charged, or held by
    any Federal, State, or other law enforcement authority of any Federal,
    State, county, municipal, or foreign government entity, other than for
    a minor traffic offense? If so, please explain. No.
        3. Have you or any business or nonprofit of which you are or were
    an officer ever been involved as a party in an administrative agency
    proceeding, criminal proceeding, or civil litigation? If so, please
    explain.

            Williams v. Republic Airway Holdings

            Axar Master Fund, Ltd. V. Bedford

            International Brotherhood of Teamsters, Airline Division v.
            Frontier Airlines Inc., Republic Airways Holdings Inc.,
            Fapainvest LLC, Frontier Airlines Pilots Association

            Golden v. Chautauqua Airlines

       Int'l Bhd. of Teamsters v. Republic Airways Inc.

       International Brotherhood of Teamsters, Local 357 v.
            Republic Airways Inc.

       Republic Airways Inc. v. International Brotherhood of
            Teamsters, International Brotherhood of Teamsters, Local 357.

    4.  Have you ever been convicted (including pleas of guilty or nolo
                contendere) of any criminal violation other than a minor
                traffic offense? If so, please explain. No.
        5. Have you ever been accused, formally or informally, of sexual
    assault, sexual harassment, or discrimination on the basis of sex,
    race, religion, whistleblower activity, or any other basis? If so,
    please explain. No.
        6. Please advise the Committee of any additional information,
    favorable or unfavorable, which you feel should be disclosed in
    connection with your nomination. None.
                         d. relationship with committee
        1. Will you ensure that your department/agency/commission/
    corporation complies with deadlines for information set by
    congressional committees, and that your department/agency/commission/
    corporation endeavors to timely comply with requests for information
    from individual Members of Congress, including requests from members in
    the minority?
        Yes, I will ensure that my office responds, timely, to such
    requests for information as appropriate.
        2. Will you ensure that your department/agency/commission/
    corporation does whatever it can to protect congressional witnesses and
    whistleblowers from reprisal for their testimony and disclosures? Yes.
        3. Will you cooperate in providing the Committee with requested
    witnesses, including technical experts and career employees, with
    firsthand knowledge of matters of interest to the Committee?
        Yes, I will ensure the agency provides witnesses as appropriate.
        4. Are you willing to appear and testify before any duly
    constituted committee of the Congress on such occasions as you may be
    reasonably requested to do so? Yes.
        5. Do you agree, if confirmed, to keep this Committee, its
    subcommittees, other appropriate Committees of Congress, and their
    respective staffs apprised of new information that materially impacts
    the accuracy of testimony, briefings, reports, records--including
    documents and electronic communications, and other information you or
    your organization previously provided?
        Yes, I will ensure that my office keeps the Committee appraised as
    appropriate.
        6. Do you agree, if confirmed, and on request, to provide this
    Committee and its subcommittees with records and other information
    within their oversight jurisdiction, even absent a formal Committee
    request?
        Yes, I will ensure my office responds as appropriate.
                                     ______

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        The Chairman. Thank you, Mr. Bedford. As I mentioned in my
    opening statement, no FAA Administrator has served the full 5
    year term since Administrator Michael Huerta left in 2018.
        The past two Senate confirmed Administrators left early,
    requiring Acting Administrators to serve, including for nearly
    18 months, under the Biden Administration. If confirmed, will
    you commit to providing the FAA with stable leadership and to
    serving the full 5 year term?
        Mr. Bedford. Mr. Chairman, I couldn't agree with you more
    that the inconsistency in leadership and the turnover that we
    have suffered over the last 25 years has to change. And I am
    committed to you, to this committee, to serving the full 5 year
    term.
        The Chairman. Terrific, thank you. The commercial space
    launch industry is critical to our national space program, to
    national security, and global competitiveness. In the last few
    years, we have seen a massive surge in the demand for FAA
    licensed commercial space launches, with more than 200 launches
    per year expected in the near future, which will add
    considerable strain to the airspace system.
        Nearly every user of the National Airspace System pays
    something back into the system to help cover their operational
    costs. Yet under current law, space launch companies do not,
    and there is no mechanism for them to pay even if they wish to.
        The reconciliation text that this committee released last
    week creates a phased-in approach for commercial space
    companies over a period of 10 years to begin paying a user fee
    on FAA licensed launches and reentries.
        As commercial spaceflight expands rapidly, so does its
    impact on the FAA's ability to operate the national airspace
    system. This proposal accounts for that. Provided that there is
    an on-ramp, should commercial space companies pay to offset
    some of these costs?
        Mr. Bedford. Thank you for the question, Chairman Cruz. I
    certainly don't want to get ahead of the Administration on
    policy issues, but I will confirm you are exactly right.
    Airline users, passengers, and airlines themselves pay
    significant taxes.
        And as I said in my opening statement, those taxes are
    designed to modernize our NAS. And one of the things that is
    absolutely critical in modernization is making sure we design a
    NAS that can accommodate an increased cadence in space launch.
    So, I certainly support where you are going with that.
        The Chairman. Thank you. Last week, President Trump issued
    Executive Orders to advance the integration of new aviation
    technology such as drones, air taxis, and commercial supersonic
    aircraft into the airspace.
        I have long advocated for the FAA to take steps to move
    these technologies forward, including in last year's FAA
    reauthorization by creating the Center for Advanced Aviation
    Technologies.
        Secretary Duffy recently selected a consortium led by Texas
    A&M to manage the Center in the Dallas-Fort Worth metroplex,
    with testing corridors located throughout Texas. Will you
    commit to leveraging existing resources at the FAA, including
    the Center for Advanced Aviation Technologies, to implement
    President Trump's recently issued Executive Orders?
        Mr. Bedford. Well, despite my connections as an alumni of
    Florida State University, I would be more than happy to work
    with the folks at Texas A&M. I think research and design is
    critical. Technologies are moving at light speed now. And what
    we can allow is for the FAA to hold it up. We need to be part
    of the innovation and not part of the problem.
        The Chairman. Thank you. In January, as we all know, an
    Army Blackhawk helicopter conducting a nighttime training
    flight collided with American Airlines Flight 5342, which was
    on final approach to DCA.
        All 67 passengers and crew on board both aircraft were
    killed. In the months since the crash, we have learned more
    about the poor design of the airspace that created an
    ``intolerable risk to aviation safety'' according to the NTSB.
        Republic Airways is one of the top regional carriers at
    DCA, and indeed had a flight involved in a go-around involving
    military aircraft earlier this year. If confirmed, what actions
    would you take specifically to improve the coordination between
    the military and the FAA, especially around DCA?
        Mr. Bedford. Thank you for the question, Chairman Cruz.
    First, I would like to congratulate both yourself and Ranking
    Member Cantwell on your recent introduction of legislation to
    demand the investigation from both the Army IG, as well as the
    Inspector General.
        We need to shine a light on this. Transparency is going to
    help us find permanent solutions in terms of how we are
    managing the NAS. You are correct, at Republic Airways, we
    operate almost 150 movements a day.
        Here at Reagan National we have had multiple, you know,
    resolution advisories. Three, frankly, since the 29th of
    January. So, the problems persist, and more work needs to be
    done.
        The Chairman. In May, Secretary Duffy announced his plan to
    modernize the air traffic system. This committee will provide
    the FAA with over $12 billion for the most urgently needed
    improvements, such as replacing the outdated telecommunications
    infrastructure that broke down and has caused persistent issues
    at Newark International Airport.
        What specific accountability mechanisms would you implement
    to ensure that the FAA is successful in this modernization
    effort? And additionally, how would you track and verify that
    real progress is being made?
        Mr. Bedford. Well, thank you for the question, Chairman
    Cruz. I think in all of our office visits, and we talked about
    this, you know, the accountability is going to be top of mind.
    And if confirmed, I will be the chief accountability officer
    here.
        On the one hand, I could tell you we have an opportunity to
    bring commercial practices into the FAA in terms of how we run
    a competition using American manufacturers to take technology
    that exists today, not moonshot technology, but things that we
    are installing in Dubai today, making Dubai the world class
    aviation system.
        That technology needs to be deployed here, and it needs to
    be deployed now. So I hope we can work on a bipartisan way. We
    will develop the plan, the strategy to execute it. We will
    develop a project management plan with clear lines of sight on
    the deliverables and the commitments that we will contractually
    demand of our commercial partners in installing the NAS.
        I will say this, just as an area of concern that I have had
    through my diligence in this process. Our procurement process
    needs to change. We need to think more commercially. The men
    and women at the FAA are telling me that if we run the normal
    commercial process, we are going to be 3 years before we see
    anything showing up in the airspace.
        And I think in deference to the families that are with us
    today, we owe it to them to move quicker.
        The Chairman. I fully agree with that. And thank you for
    your leadership and willingness to serve. With that, I
    recognize Ranking Member Cantwell.
        Senator Cantwell. Thank you. Mr. Bedford, we had a
    conversation in my office about SMS in general. And do you
    believe that the FAA should have a real SMS system for
    themselves?
        Mr. Bedford. Well, thank you for the question, Ranking
    Member Cantwell. Thank you for the time in your office and the
    substantive conversation that we had. And thank you, sincerely,
    for showing leadership last year, coming out to visit us at the
    LIFT Academy.
        So, thank you for all of that. I will tell you that SMS is
    truly the lifeblood. And I am sure you know that it was in the
    Aviation Safety Act that we mandated SMS for all commercial
    Part 121 carriers. So, that became the standard, which I think
    moved the needle on aviation safety in a significant way.
        Senator Cantwell. Well, it has to be implemented. And we
    definitely have a General Counsel who definitely shortchanged
    it in the first Trump Administration, and I have a fear he is
    going to shortchange it in this one. So my point is, you and I
    talked about there is two different SMS systems within the FAA.
        Given the accidents that have happened with both the MAX
    and this, I think it proves that both of those systems aren't
    really working. Is that just your viewpoint? Is that your
    viewpoint that there is something wrong with the SMS that the
    FAA is using today, if we have had these two horrific
    accidents, or actually three if you include both MAX accidents?
        Mr. Bedford. So, I think we are all aligned on that
    something is amiss.
        Senator Cantwell. OK.
        Mr. Bedford. I think believe that the SMS system at the FAA
    needs a radical overhaul. I think we can do it.
        Our arch enemy here is complacency, you know, not having
    SMS in a binder on a shelf somewhere, but actively, daily
    utilizing SMS and safety risk management assessments as we are
    looking at change.
        Change itself is not bad. We shouldn't resist change and
    hide behind a shield of----
        Senator Cantwell. So you will help enforce the--I have so
    many of the safety questions----
        Mr. Bedford. No, go ahead. Sorry.
        Senator Cantwell. Sorry. So you will help enforce
    manufacturers to use SMS. You will help get a better SMS system
    at the FAA?
        Mr. Bedford. As we discussed, it is a key tool to actually
    doing the job right the first time.
        Senator Cantwell. OK. 1,500-hour rule. There is a lot of
    concerns because you worked for a company, you were part of a
    lobbying effort. You came here and tried to change this rule.
    What are you going to do in your term, a full 5 year term as my
    colleague is suggesting that--you know, I am all for
    consistency at the FAA.
        We have got a big job here. What are you saying that you
    will do to recuse yourself from a 1,500-hour rule that you as
    Administrator could initiate? So during your term, will you
    initiate such rule?
        Mr. Bedford. Thank you for the question, Senator Cantwell.
    I am sure I am going to get that question multiple times today,
    and I am looking forward to actually, you know, clarifying the
    record on that.
        But I can tell you, the President's vision right now and
    what we have discussed is the urgent need to modernize the air
    traffic control system, fix the FAA staffing shortages, and
    redesign the NAS for emerging technologies and innovation. So,
    that will be my uncompromising focus.
        Senator Cantwell. I get that. I get that and I appreciate
    that. But people are going to want to know. Families who have
    lost loved ones because of the safety implementations that have
    taken place, they want to know whether you are going to lead
    any effort to change that rule while you are Administrator? So
    you can think about it some more for the record and you can
    give us a firm written answer. But I think a lot will be
    depending on that answer.
        Mr. Bedford. I appreciate that.
        Senator Cantwell. Because people--you helped fund and
    lobbied for a change for it, so----
        Mr. Bedford. Well, if we have time, I can respond to that
    now.
        Senator Cantwell. Yes, but could I ask you something else
    first, and then we can go back to that?
        Mr. Bedford. Go ahead, of course.
        Senator Cantwell. A very important issue we also discussed
    in my office is the C band, high C band sale that my colleague
    and others are proposing as part of this bill. And last time we
    ran into a lot of interference on that. So we have joint
    studies that say this is a safety issue. What is your view?
        Mr. Bedford. Well, my view is I am not informed enough to
    formulate an opinion. I can tell you from a past experience, we
    felt very rushed in terms of spectrum sales and rolling out the
    technology.
        So I hope we have learned some lessons from the past and
    will be much more collaborative and coordinated before we
    simply execute a plan. We need to ensure that the aircraft are
    operated safely within our Nation's airspace systems,
    especially Class B airspace at congested airports.
        Senator Cantwell. Well, what is going to happen if this
    goes into effect?
        Mr. Bedford. Well, honestly, again, I don't know where the
    spectrum bands are, so I can't speak, you know, competently
    about the issue. I can tell you were concerned----
        Senator Cantwell. Well, we had a very different
    conversation in my office. And you told me that the last
    interference was a big problem, and you tell me that this would
    be a big problem.
        Mr. Bedford. And so----
        Senator Cantwell. And so I just--I need consistency because
    it follows the 1,500-hour thing. You can say now I am not going
    to do 1,500 hours, but if you get in there and then you get
    pressured and you do 1,500-hour changes, it is a different
    story.
        And on this, in my office, you clearly said there were
    interference issues. It was a mess. And you definitely didn't
    want to have future altimeter problems. We can't have sale of
    spectrum and then have altimeter interruptions or problems. We
    need to work cohesively on test bedding these issues.
        Mr. Bedford. I couldn't agree more.
        Senator Cantwell. OK. So, do you have concerns that this is
    premature to move this without that test bedding?
        Mr. Bedford. The record is clear, we had significant
    challenges with the last spectrum rollout. We had interference
    with radio altimeters. We needed to invest in our aircraft with
    filters to make sure that they could operate safely. I said for
    the record that we should learn those lessons of the past and
    act more collaboratively rolling out. So, I am advocating----
        Senator Cantwell. Well, we are not--we are not acting
    collaboratively right now. I can tell you that. OK, so I see my
    time has expired. I do want to clarify. You are for us closing
    the ADS-B loopholes, right, and moving forward on ADS-B In and
    Out? As part of next gen, the whole system, you are for moving
    forward?
        Mr. Bedford. I am supportive of ADS-B In and ADS-B like
    technologies that put more control in the cockpit, alerting our
    pilots of traffic that is impending in their areas, yes. And
    that would be including requiring our military operators and
    aerospace to also operate visibly.
        Senator Cantwell. And ADB-S Out, too. Just in the
    transmission, making sure they do both.
        Mr. Bedford. Out and TCAS and making sure that our
    warfighters' equipment is also properly maintained and working
    on both TCAS and ADS-B In and Out.
        Senator Cantwell. Thank you, Mr. Chairman.
        The Chairman. I would note, Mr. Bedford, that Senator
    Cantwell asked a series of questions about spectrum auction.
    And Senator Cantwell has previously stated that this
    committee's spectrum pipeline language would require the FCC to
    auction at least 100 megahertz in the upper C band, which is
    3.98 to 4.2 gigahertz. That is true.
        What is not true is the claim that this poses a risk to
    aviation safety. First, the language provides 2 years for an
    auction to occur. Ample time, especially since the FCC has
    already begun work on this band. And second, the bill requires
    auctioning less than half of the spectrum in the band, giving
    the FCC and industry significant flexibility to avoid any
    adverse impact on aviation.
        The lower C band, 3.7 to 3.98 gigahertz, which was
    auctioned a few years ago for 5G use, did prompt concerns about
    interference with radio altimeters. But despite this, there was
    no widespread disruptions or accidents. Mitigation efforts
    worked. That episode forced the FAA, the FCC, NTIA, and DOD,
    and industry to collaborate closely, and it worked.
        That coordination set a model for future spectrum decisions
    that is incorporated into this committee's bill, transparency,
    urgency, mutual respect, and problem solving. Spectrum policy
    is not putting aviation safety at risk. On the contrary, the
    broader bill's FAA modernization funding will enhance it.
    Senator Fischer.
        Senator Cantwell. Can I just say, Mr. Chairman, that you
    brought up serving 5 years. And it was shortly after this
    debacle that Mr. Dixon decided, I have had enough.
        And I think the fact that he tried to negotiate in the
    first--you know, the first time this came through, and people
    couldn't negotiate, and people didn't negotiate.
        And the telcos just ran over the aviation sector, and the
    White House tried to mitigate it, and Steve Dixon more or less
    threw up his hands. So, we have got to get this right. Thank
    you, Mr. Chairman.
        The Chairman. Senator Fischer.

                    STATEMENT OF HON. DEB FISCHER,
                       U.S. SENATOR FROM NEBRASKA

        Senator Fischer. Thank you, Mr. Chairman. Mr. Bedford,
    welcome. Good to see you. Thank you for putting yourself
    forward for this important position and going through this
    confirmation process.
        I appreciate it. While this committee is prioritizing
    providing the necessary investment to overhaul our air traffic
    control systems, we know that funding alone is not going to
    solve the problem.
        Senators Shaheen, Lujan, Homan, and myself were successful
    in getting our legislation, the Air Traffic Controller
    Workforce Transparency Act, included in the recent FAA
    Reauthorization Act.
        The bill requires FAA to provide Congress with detailed
    data on air traffic controlled staffing. What policies do you
    see as being necessary in order to improve that staffing?
        Mr. Bedford. Thank you for the question, Senator Fischer.
    It is a key element of my thought process going into the FAA.
    As I mentioned in my opening statement, the President gave me
    an opportunity to do some diligence before accepting the
    nomination. And in talking with the team at the FAA, the
    leaders that we have there, obviously staffing is an issue.
        But when you try to understand what tools they have in
    order to assess their staffing needs and to optimize the
    workforce, their productivity, and have adequate reserve
    levels, there just isn't much there. The coverage is pretty
    bare when it comes to how we are scheduling the 17,000
    controllers and supervisors in our Nation's air center.
        So, I think there is some low hanging fruit there that we
    can use to improve the tools that the FAA has to manage
    staffing, manage our productivity, manage our reserve coverage
    in a way that might close some of these gaps.
        Clearly that has to be done in concert with growing the
    staff and make sure that we are utilizing all the resources
    that we have to train controllers of the future.
        Senator Fischer. I look forward to working with you on
    being able to meet the needs that we have when it comes to our
    controllers.
        Mr. Bedford. Yes, ma'am.
        Senator Fischer. Mr. Bedford, aviation manufacturing and
    maintenance is a prominent industry in the State of Nebraska
    with $2.7 billion in economic output in my state.
        These companies are dependent on the FAA to ensure adequate
    safety, oversight of aircraft, and enable products to get to
    market in the international marketplace. I would like to
    understand your thoughts about the importance of the workforce
    and resources for the FAA's Aviation Safety Office, which is
    responsible for the oversight of manufacturing and maintenance.
        Given your experience in the industry, can you elaborate on
    why this activity is important to innovation, competitiveness,
    and leadership for the United States in this area?
        Mr. Bedford. Absolutely, thank you for the question.
        Senator Fischer. We discussed it a little in the office,
    but----
        Mr. Bedford. We did, and I really----
        Senator Fischer. I think people need to hear this.
        Mr. Bedford. I appreciate the time that you offered. As
    Chairman Cruz mentioned, we have made significant investments
    over the last seven to eight years in our LIFT Academy.
        Not solely developed or focused on pilot development, but
    also focused on maintenance technician development. One of the
    challenges--I think we have two challenges, frankly, that we
    had to overcome in Indiana. We had to work with our high school
    guidance counselors to stop saying college, 4 years in
    universities are your only pathway to success. They are not.
        Vocational jobs, technical jobs that we have in airframe
    power plant and technical positions are highly skilled and
    highly remunerative positions. And so, we took matters into our
    own hands and created an Earn to Learn ab initio program for
    maintenance technicians. It is a three-year long journey, but
    we pay young men and women to come. And it is $17 an hour. It
    is not great money, but it is earn to learn.
        There is a model there that works. There are kids that are
    technically skilled, great with their hands, have a passion for
    aviation, and can serve in so many, whether it is
    manufacturing, whether it is actually in a hanger for us,
    whether it is in aviation instruction. There is just so many
    opportunities for growth and well-paying jobs. So, I do believe
    the FAA can help lead in workforce development.
        Senator Fischer. Very good. In the 2024 reauthorization, it
    included a language that I championed to require the FAA to
    create a public facing portal so applicants can track the
    status of their certification requirements, their applications.
        This portal was designed to improve transparency and help
    address growing stakeholder concerns over a very long and I
    would say somewhat opaque certification process. Do you see
    this as an important tool for rebuilding the industry's trust
    in that process?
        And if confirmed, will you prioritize completion of the
    portal and ensure that FAA meets that 30-month timeline for
    delivering a recommendation?
        Mr. Bedford. Thank you for the question, Senator Fischer.
    You could apply that same transparency across so many domains
    at the FAA. Talk about medical licensing. We have so many crews
    in our airline republic that have medical issues, as an
    example, and they go into a laborious process with no
    transparency, and I don't know what level of accountability
    either.
        And they are essentially unable to earn income while they
    are waiting for their medicals to be reinstated. So I think,
    again, if we can figure out--if Domino's can figure how to show
    you where your pizza is in the delivery cycle, we should be
    able to figure out how to communicate with stakeholders,
    including our user customers on where they are with medical
    situations, licensing situations.
        But in fairness to the agency, there is a million of these
    different licenses around there. So, I don't----
        Senator Fischer. I would think in a 30-month timeline,
    though, to get this up and running, and make sure it can work,
    that you could have like a basic plan, a basic recipe, no
    matter how many different applications it is going to apply to.
        Mr. Bedford. I think that is exactly right. The application
    can work across these domains. So we can get it right once and
    then apply it across the agency.
        Senator Fischer. There you go. Thank you.
        Mr. Bedford. Thank you.
        Senator Fischer. Thank you, Mr. Chairman.
        The Chairman. Senator Kim.

                      STATEMENT OF HON. ANDY KIM,
                      U.S. SENATOR FROM NEW JERSEY

        Senator Kim. Thank you, Chairman. Mr. Bedford, thanks for
    coming on out. You know, in my home state in New Jersey, the
    top issue when it comes to the issues we are talking about here
    is still about Newark Airport.
        If you are confirmed, you would be coming in as we are
    rapidly trying to build solutions to be able to give assurances
    to the people, not just of New Jersey but around the country,
    and frankly internationally, that are transiting through.
        Can I get your assurance that this would be a top priority
    for you if you are confirmed and sworn into the job?
        Mr. Bedford. Thank you for the question, Senator Kim. And
    especially thank you for the time that we had in your office.
    It was, I thought, a thoughtful and robust conversation. Like
    Reagan National, Republic is a huge user of the airspace at
    Newark. And I have to tell you, April and May were really,
    really tough months for us.
        In full disclosure, the industry works collaboratively with
    the FAA to ask how the agency is staffed and if it can manage
    the schedules that we would prefer to fly, and they will tell
    us, no, we can't do that.
        We want you to schedule this. So there is a lot of
    transparency and cooperation going on there. So it is really
    unfortunate for us when we schedule flights and then we can't
    deliver for the American traveler for holidays, weddings. We
    had two folks I know that couldn't get to where they needed to
    go for a family wedding. It is not acceptable.
        So, I will absolutely pledge to work collaboratively with
    you, with this committee, to make sure that the FAA is working
    with our industry partners, proactively managing this
    situation.
        Senator Kim. Thank you. No, look, I think that is important
    and I would love to be able to engage with you because, you
    know, I went out to the Philly TRACON, out to Newark Airport,
    but when I tried to follow up with the FAA and have a briefing
    from them to go through some of what I heard about, I will be
    honest with you, we haven't heard back still.
        You know, that was what? Looking at my records, May 21st
    that we put in a request for a briefing from FAA. So I guess I
    just want to ask you, you know, if you are in the seat, you
    know, do you promise that you are going to work with this
    committee and also be able to address issues of individual
    Senators, especially when there are particularly challenging
    issues within their home state?
        Mr. Bedford. I can absolutely commit to that and also
    commit to reducing the number of times we will have to have
    those conversations.
        Senator Kim. Great, thank you.
        One thing that we talked about when we had our
    conversation, I asked you what your position on the debate
    about privatizing the FAA and the air traffic control system. I
    just wanted to see if you could elucidate that for the public
    here.
        Mr. Bedford. Thank you for the question, sir. I hope I am
    not telling stories out of school, but when I met with the
    President in the Oval Office, he had asked me if I would ever
    been in the White House before, and I said I actually had. And
    then he asked when, and I said, well, in 2017.
        And he kind of gave me a look about, well, what were you
    here for? And I said, well that was the last time you announced
    you were going to overhaul the air traffic control system. And
    he kind of chuckled and asked me how did that work out, and it
    didn't work out so well. And if we are honest, it was because
    industry hijacked the conversation and turned it into a
    privatization debate.
        And we spent three years arguing about privatization, and
    we missed an opportunity to fix the system. We can always have
    a privatization debate, and we should at some point have a
    debate on whatever the merits are for funding continuity and
    visibility in contracting. Now is not the time for that debate.
        Now is the time to focus on getting the work done for the
    American people to rebuild this system. And that is President
    Trump's vision. That is what--his vision is what motivated me
    to----
        Senator Kim. So your focus right now is on modernizing, but
    that doesn't necessarily include privatization as part of the
    conversation--right now?
        Mr. Bedford. If confirmed as FAA--confirmed as the
    Administrator, I will certainly have an opinion and I will be
    willing to share it, but not now. I think now is just not the
    time to have the privatization conversation.
        Senator Kim. I mean, so much of the conversation we are
    having right now is about safety. And so, two issues I just
    wanted to raise here. First, you know, I talked to you about
    the facility we have in Atlantic City, the Hughes Tech Center.
    Love for you to come down and see it.
        But I just think that this can play a critical role in
    terms of how we process our thinking in terms moving forward on
    safety. Does that make sense to you? I mean, trying to make
    sure we are mobilizing resources like the Hughes Center to be
    able to push forward and do the testing needed to be able to
    modernize in a safe way.
        Mr. Bedford. Absolutely. I have to tell you, my eyes have
    been opened about the amount of research capability that we
    have. Texas A&M is an example. You know, the research centers
    in the New Jersey area. I mean, we have a significant--we have
    them right here in McLean with MITRE.
        So we have got a lot of capability out there, but we need
    to create a strategy on how we are going to work together and
    collaborate. We can't have everybody working on exactly the
    same problem. We have got lot of challenges. Let's get the best
    minds working on it.
        Senator Kim. One last issue I just want to raise. Last--end
    of last year, we had an issue in New Jersey where there were
    all these reports about drones flying overhead. And there was a
    lot of confusion about it. And frankly, a lot of the sightings
    turned out to be aircraft in the distance or whatnot.
        And I had talked about--to FAA about this before. There was
    questions about whether or not FAA leveraging technologies like
    remote ID or drone squawking, their location, other things to
    distinguish appropriate versus unauthorized or unsafe use of
    aerospace, especially near critical infrastructure and sites.
        Do you see a role for the FAA to try to have a greater
    ability for us to distinguish what concerns us and what is
    authorized and not when it comes to drone usage?
        Mr. Bedford. Yes, sir, I do. I think the FAA has to play a
    critical role in making sure that drones and AMM also integrate
    safely into the NAS. So we need to have a seat at the table. We
    should lead.
        I think the challenge we have right now is, you know,
    focusing on the NAS and making sure that we can walk and chew
    gum at the same time. That we can successfully, competently
    execute a plan to rebuild the NAS without holding back aviation
    innovation.
        Senator Kim. Thank you. With that, I yield back.
        The Chairman. Thank you. Senator Budd.

                      STATEMENT OF HON. TED BUDD,
                    U.S. SENATOR FROM NORTH CAROLINA

        Senator Budd. Thank you, Mr. Chairman. And Mr. Bedford, it
    is great to see you. Enjoyed our conversation in the office a
    few weeks ago. It was great to see your beautiful family here
    as well.
        You know, I understand there is a lot of folks here who
    have lost loved ones, both at the DCA and the Colgan Air Flight
    3407 back in 2009. For those in the D.C., a lot of those were
    Charlotte based flight crew and so we remember them, especially
    me as a North Carolinian.
        So more than 15 years were between those two tragic
    incidents, and that is a remarkable record of safety. But both
    cases remind us that the work to improve aviation safety, it
    can never stop.
        I think you have made that evidence in your--evident in
    your comments this morning. Following the loss of Flight 3407,
    Congress passed legislation requiring 1,500 hours of flight
    time before pilots could qualify for their ATP, their air
    transport pilot license.
        Now, this requirement without a doubt improved aviation
    safety and pilot training, but as a pilot myself I know that
    simply flying in the pattern, or banner towing as some
    mentioned this morning, for over 1,000 hours is not enough. And
    it might even ingrain bad habits and poor technique.
        So Mr. Bedford, are there any ways that Congress could
    improve the 1,500 hour rule to ensure pilots are not only
    getting enough flight time but high quality training as well?
    You know, there are new technologies that the FAA could
    incorporate into the 1,500-hour requirement.
        Mr. Bedford. Well, thank you for the question, Senator
    Budd. I do want to just acknowledge, within the Aviation Safety
    Act of 2010, there were many significant movements in aviation
    safety, including requirements of stall ups, upset recognition,
    and recovery training.
        Probably the most important was combating pilot fatigue
    through very rigorous Part 117 time and duty limitations. We
    also--you legislated requirements for pilot mentoring and pilot
    development and pilot standards. And as I said earlier, that
    was the introduction of the requirement for SMS for Part 121
    airline.
        So when we think about the Aviation Safety Act of 2010, it
    is just so much richer than just any one of those issues. But I
    have been a supporter of 1,500 hours, contrary to what the--you
    know, some of the press might say, because it did require
    structured training for an ATP, CTP.
        That requires at least another 30 hours of classroom
    curriculum. It requires at least 10 hours of advanced flight
    simulation training. It requires the successful completion of a
    written exam, and a multi-engine check ride. So I am a big
    supporter of structured training as opposed to pure time
    building.
        And for the record, the FAA agrees. The FAA promulgated
    multiple pathways under its authority, a 1,250 hour pathway,
    1,000 hour pathway, and a 750 hour pathway, because they
    concluded, the data supported that advanced training, and
    structured training produces safer outcomes and more proficient
    pilots.
        So, my North Star will always be safety. Not equivalent
    safety, but better safety.
        Senator Budd. Thank you for that. So if you are confirmed,
    you will likely oversee a multi-billion dollar project to
    upgrade and modernize the ATC. That project comes at a time
    when multiple new aviation technologies are scheduled to enter
    the national airspace.
        There is drones, EVTOLs. They have already begun limited
    operations, and on Friday President Trump signed an Executive
    Order requiring the Administrator to repeal the prohibition on
    overland supersonic flight.
        I couldn't be more grateful to the President for his
    leadership on this issue, and I look forward to working with
    this committee to advance the Supersonic Aviation Modernization
    Act to codify this Executive Action. Mr. Bedford, will you
    commit to implementing the President's Executive Order, if
    confirmed?
        Mr. Bedford. Thank you for the question, Senator Budd. I
    can tell you I am as excited about anybody about the
    opportunity for the innovation that is happening right here in
    this country and to be a world leader in things like supersonic
    technology and quiet boom technology. It is pretty neat.
        I have been on the pointy end of the stick on electric
    vertical takeoff and landing planes, flown many of the
    simulators. That is exciting stuff in terms of creating urban
    air mobility.
        And we haven't talked about it, but reconnecting many of
    our rural communities through, you know, the use of these very
    cost-effective tools--these aircraft to integrate in our NAS.
    So yes, I would absolutely look forward to getting to the fun
    stuff of innovation in America.
        Senator Budd. Thank you. Boeing's MAX 7, MAX 10, the 777X,
    and the 737-9 are currently in the FAA certification process.
    And Boeing's challenges have been discussed at length in this
    committee, and none of us want to see Boeing or the FAA
    compromise safety and quality.
        At the same time, Boeing has a half trillion dollars in
    backlog orders for the next 20 years, and China is aggressively
    expanding its aviation manufacturing capabilities. Mr. Bedford,
    how will you ensure that the FAA has the skilled workforce,
    technical capacity, and institutional focus needed to ensure a
    timely and rigorous certification process of these aircraft so
    the U.S. can maintain its lead in aviation manufacturing and
    not lose ground to China?
        Mr. Bedford. Well, thank you for the question, sir. I won't
    call myself a certification expert, but I do believe that, you
    know, there have been sadly some really hard lessons learned,
    you know, through the failures of MCAS, as an example, and
    finding the gaps in our certification processes.
        So sadly, there has been a lot of learning, and it came at
    a steep price. So I look forward to advancing our certification
    technologies, processes, employee development around
    certification, and certainly holding Boeing accountable to
    deliver a high quality product safely, listen to its workforce,
    take the tools that we have to make sure that we are looking at
    defect rates, as an example, as an indicator potentially of
    processes in the manufacturing line.
        So I do believe there is data that we can use to make
    objective determinations. But we can also help Boeing by not
    simply saying this fails. We can collaborate and tell them
    where the failures are and how, you know, we view remedies that
    can help Boeing move the process along a little bit quicker.
        Senator Budd. Thank you, Chairman.
        The Chairman. Thank you. Senator Lujan.
        Senator Lujan. Mr. Chairman, I would yield to Senator
    Duckworth who was here before I was, boss.
        The Chairman. All right. Although I will say at least in
    the gavel rule, Senator Fetterman is next on the------
        Senator Lujan. I am fine with that too, Mr. Chairman.
        The Chairman. All right. Senator Fetterman.

                   STATEMENT OF HON. JOHN FETTERMAN,
                     U.S. SENATOR FROM PENNSYLVANIA

        Senator Fetterman. Thank you, Mr. Chairman. And welcome--
    and welcome. I think I am going to say something again, because
    I think it is absolutely true, it is incredibly, incredibly
    safe to fly in America. Do you agree with that?
        Mr. Bedford. I do agree with that.
        Senator Fetterman. Yes. And again, I think, I am an expert
    because I am a consumer. I am at the airport at least I think
    48 out of 52 years of the year. Maybe more sometimes. And I
    have a lot of skin in that game, to affirm that. And I know a
    lot of that part of the conversation after that awful tragedy
    in DCA earlier this year.
        But could you affirm, you know this, that it can be made
    safer--anything can be better. How do you see that, you know,
    trying to balance that, yes, we can make it better, but also
    acknowledging that--I mean, it is a modern marvel, you know, in
    how things are working, and things continue to be incredibly
    safe.
        Mr. Bedford. Thank you for the question, Senator Fetterman.
    And I hope I get a chance to come visit with you and have a
    more, you know, detailed conversation about this. Republic
    Airways has a huge maintenance base in Pittsburgh.
        I mean, so we have got routes that go way back to our
    Chautauqua days. I can tell you that the aviation system has
    multiple levels of redundancy, three levels of airspace
    management redundancy, and then the ultimate, you know, final
    level of safeties is in the cockpits with our Nation's well-
    trained aviators.
        But we shouldn't have to lean into the second, or third, or
    fourth level of redundancy to keep the system moving. The
    system is old. It needs upgrading, massive upgrading. So we
    have to do better. We can do better.
        There is technologies that exist today. Not theoretical
    development technologies, but stuff that is on the market today
    made by American manufacturers that they are selling abroad.
    And we can induct this technology here at home and establish
    not only a more cost-effective NAS, but a higher reliability
    and a safer NAS.
        Senator Fetterman. Thank you for that. So my job kind of
    collided yesterday. Homeland security--and we were talking
    about the security about a lot of the international events that
    we are going to be hosting here in our Nation.
        And then I brought this up, so I am going to bring it up
    today because I think it is really appropriate. Philadelphia,
    in my state of course, is hosting six World Cup matches in the
    next year, coming up to the weeks up until July 4th, which is
    also part of the big 250 birthday party for our Nation.
        So, millions and millions are coming across all around--
    from the world. And then also for again, for the 250th
    birthday. And now, that has been described as the day before
    Thanksgiving for three months. Is that accurate?
        Mr. Bedford. The expectation within the industry is we are
    going to see significant volumes, not only through our airport
    terminals, but certainly on our aircraft.
        Senator Fetterman. Do we feel like we have--we are going to
    have enough time and we can be more supportive to make sure
    that we staffed up and we do the kinds of appropriate changes
    to make that we are able to handle all of that kinds of
    incredible volume?
        Mr. Bedford. Well, unfortunately, I think the challenge we
    are going to face accommodating all the demand that will be
    there is the fact that the airspace itself is holding us back.
        We are already oversaturated in terms of commercial demands
    on the system to the point where, as we saw Secretary Duffy's
    re-regulation of slots at Newark. So we are at a point now
    where the air traffic control system itself is holding back
    demand that Americans have to travel.
        Senator Fetterman. Thank you. So, and my second question--
    and this is absolutely not a dig. It is actually just a sincere
    thing. In 2023, my former colleague, Congressman Cartwright,
    secured a $3 million construction project at the Mount Pocono
    Airport. And it is 2025, and it is still--we haven't had that
    yet.
        And again, I am not calling anybody on the spot here. It is
    really just a sincere place. And now I refer to him as my
    former, because now it is represented by a Republican, a new
    friend and colleague there.
        And, you know, it is an important part of the economic
    regional parts of that equation. And it is like--I would love
    to work together with you to--and really--to develop those
    kinds of resources because it is really--it is really--I think
    it is important.
        Mr. Bedford. I agree with you. And while I am not an expert
    in that particular area of the FAA, I have been watching a lot
    of C-SPAN recently, and I have been watching a lot of hearings,
    and I have heard the Acting Administrator speak on that point.
    They know they need to get caught up, and I believe the agency
    is working diligently to do that.
        Senator Fetterman. Yes, OK. Thank you. And--thank you, Mr.
    Chairman.
        The Chairman. Thank you. Senator Young.
        Senator Young. Mr. Bedford, major U.S. airlines are already
    employing artificial intelligence and machine learning on a
    daily basis to optimize flight operations, streamline
    maintenance, enhance scheduling, and improve overall customer
    service.
        As the FAA undertakes that complex but necessary task of
    modernizing the national airspace system, the thoughtful
    integration of artificial intelligence and machine learning
    presents perhaps a strategic opportunity to enhance both
    efficiency and safety at the same time.
        How would you as Administrator work to ensure industry is
    not generally prohibited from voluntary deployment of AI
    solutions in a manner to increase safety or efficiency? So, for
    instance, how AI could be used to better predict stress points
    and airplane diagnostics, or the need for updated technology in
    ATC towers?
        Mr. Bedford. Thank you for the question, Senator Young. You
    are absolutely correct. There are some marvelous opportunities
    to improve our oversight and surveillance of our aircraft. Most
    of our aircraft today are digital. They are flying computers.
    They have sensors, hundreds of sensors across the aircraft.
        Managing that data by hand through normal algorithms has
    become increasingly more complex. We are experimenting with the
    use of AI in a targeted way--safe, cyber secure way, and just
    to experiment with its ability to help us predict and refine
    our maintenance plans to make sure we are having higher safety
    and reliability. But there is certainly concern.
        There is concerns of how well we understand it, how we
    deploy it, how we manage data security. So it is an emerging
    process. I am not an expert in it, but I can tell you the
    industry is beginning to experiment with it, and the FAA needs
    to be, you know, leading on that effort as well.
        Senator Young. Well, assuming you are confirmed, and I
    believe you will be, I would expect all sorts of technological
    developments in this area and maybe technologies to become
    available in coming months or years that neither you nor I
    could conceive of. So, will you work with this committee and
    other stakeholders to prioritize AI, machine learning solutions
    that might enhance safety and operational efficiency as
    Administrator?
        Mr. Bedford. Yes, sir.
        Senator Young. OK. Let me turn to another emerging
    technology. We had an opportunity to discuss this a bit when we
    visited in my office, but it is UAS, or drone technology.
        As we look at the ban on DJI drones, which I actually think
    was appropriate, we are going to have to look at how to
    dramatically boost our domestic production. It is not enough to
    design the best drones, and we arguably designed some really
    sophisticated ones, but we also have to be able to produce and
    field the best drones.
        Indiana, our home state, is making great strides in this
    field, as we discussed yesterday. How are you thinking about
    integrating the testing of UAS into the National Airspace
    System?
        Mr. Bedford. Thank you for the question, Senator. I can
    tell you I have spent a lot of time, both here domestically and
    abroad, looking at these emerging technologies, selfishly for
    how we can utilize them either to advance our flight training
    missions and, or advance our commercial interests.
        So I am thrilled about the development we are seeing, and I
    am thrilled that a lot of this is actually happening here in
    the States. So it is a fantastic opportunity for us to innovate
    here. I will tell you that we are behind.
        We are seeing a lot of these rollouts happening now in real
    time. I was in Dublin in January, and this is already
    happening. This isn't new stuff. We are behind. We have to
    recognize we are behind and figure out how we can collaborate
    to jumpstart entrepreneurship here in the United States.
        Senator Young. Well, I agree. And to the extent that having
    a stable and clear regulatory atmosphere around UAS is
    fundamental to continued development and ultimately deployment
    of the systems. I am all in. And not just all in to work on
    this committee, but to work with you. Would you welcome that
    sort of collaboration?
        Mr. Bedford. I would sincerely welcome that.
        Senator Young. OK. Excellent. Well, I want to do the best I
    can to support the President's leadership in this area. I noted
    his recent Executive Order on boosting domestic drone
    capabilities.
        Mr. Bedford. Absolutely.
        Senator Young. Last thing I will touch on just very briefly
    with the Chairman's indulgence is of all things, affordable
    housing near airports. This is in recognition of the valued
    work that you are intimately familiar with of our low and
    moderate income workers in and around airports, from
    maintenance crews to custodial staff, to food service workers,
    baggage handlers, security personnel, ground transportation
    staff.
        They all need places to live. It is not uncommon for them
    to face significant barriers to accessing affordable and
    conveniently located housing as I would also add. To the extent
    we want workers of long standing who touch on the safety
    impacts of our whole aviation ecosystem--we want to retain
    those workers.
        We ought to be accommodating their housing needs near
    airports. So, given all these persistent challenges and value
    propositions, would you be open to exploring potential
    partnerships with housing professionals, airport authorities,
    and municipal stakeholders to develop workforce housing
    solutions in areas that are outside, outside of FAA restricted
    areas, but within the airport authority or municipally owned
    land?
        Mr. Bedford. Well, Senator Young, I can tell you, my home
    airport that I fly out of, an executive airport in Zionsville
    is in fact building, you know, on the periphery of the airport
    space itself.
        So it appears there are ways to harmonize the availability
    of underutilized land for, you know, better purposes, whether
    that is housing or manufacturing. I think there is a lot of
    opportunity there that we can evaluate. But I would like to
    believe the FAA will be a good partner on that evaluation
    process.
        Senator Young. Great. Well, I will look forward to working
    with you on that priority as well. Mr. Chairman.
        The Chairman. Thank you. Senator Duckworth.

                  STATEMENT OF HON. TAMMY DUCKWORTH,
                       U.S. SENATOR FROM ILLINOIS

        Senator Duckworth. Thank you, Mr. Chairman. And I thank my
    colleague, Senator Lujan, for his generosity. Mr. Bedford, I am
    going to go back to the 1,500 hour rule. You know it is coming.
        Mr. Bedford. Yes, ma'am.
        Senator Duckworth. You have spent years railing against the
    rule. And in 2022, you asked FAA for an exemption from it. If
    confirmed, you would have the authority to reduce the number of
    flight hours below 1,500 if you determine that the pilot
    attending an academic training course will--and this is the
    actual quote, ``enhance safety more than requiring the pilot to
    fully comply with the flight hours requirement.''
        No Administrator under a Republican or Democratic
    Administration has ever made such a finding, and I would submit
    that now is not the time for less actual cockpit time for
    pilots. This is a perilous moment for aviation safety.
        After a rise in close calls coming out of the pandemic, we
    had our first major commercial crash in more than a decade. Air
    traffic controllers are understaffed, overworked, and using
    antiquated equipment that is increasingly likely to fail, as we
    saw in Newark. Well trained pilots are our last line of
    defense.
        In incident after incident, it has been the pilots, the
    pilots who have made last second decisions to avert disaster.
    In Austin, when a FedEx plane came within 150 feet of landing
    on top of a Southwest plane, 150 feet, it was the FedEx pilots
    who spotted the danger and took evasive action.
        In Chicago, when a Southwest plane landing at midway came
    within 200 feet of a jet crossing the runway, it was a pilot
    who aborted the landing. Mr. Bedford, will you commit to not
    reducing the number of flight hours currently required for
    pilots?
        Mr. Bedford. Well, thank you for the question, Ranking
    Member Duckworth. We had a very spirited conversation. Your
    passion on this issue is commendable. Your active service for
    our country and the loss that you have personally suffered.
        You know, I just have tremendous admiration for you, both
    as a pilot and as a legislator. I don't think we actually have
    a lot of gap between where we are at. We both want to have the
    safest pilots operating our aircraft, correct?
        Senator Duckworth. Yes. But you are not answering me. I
    mean, reclaiming my time. It doesn't sound like a yes. It
    sounds like you are leaving the door open to reduce the number
    of flight hours below 1,500.
        Mr. Bedford. What I am saying is I don't believe safety is
    static. And I can tell you, we have worked closely with our
    military, evaluating how they are training pilots. And the way
    they are trading pilots today is not the same way they were
    training pilots in 2020, 2015, or 2010.
        They are taking advantage of emerging technologies and
    utilizing them in ways to create more pilot proficiency. And
    the FAA, as you know, has already said, structured training,
    structured training--real structured----
        Senator Duckworth. Reclaiming my time, reclaiming my time.
    I think you should probably read an article about Army aviation
    pilot training. They are actually seriously re-looking at it
    because they rely too much on technology.
        And in fact, there is an article out, a statement from the
    Army's flight training--the General in charge of flight
    training saying, actually they need to return to the basics
    because they are relying on too much technology. Will you at
    least commit to not reducing the number of flight hours until
    FAA has fixed the air traffic controller staffing shortage and
    modernized our Nation's air traffic control equipment and
    facilities?
        Mr. Bedford. Ranking Member, I can say two things. First,
    this is not my priority. My priority is fixing the air traffic
    control system. I met with the families of 5342. This is top of
    mind across the country.
        When I fly, and I fly frequently, customers come up to me
    because they see me talking to our pilots and they ask, when is
    it going to get better? I am like, what do you mean? Like all
    of it, when is it going to get better?
        And that is my guiding. And also maintaining safety. I will
    not roll back safety. There won't be safety loopholes. I commit
    to you we will never do anything to reduce the safety and
    competency of our pilots.
        Senator Duckworth. So that is still not a yes answer to my
    question. Will you at least commit to taking any potential
    changes to pilot flight hours before the Air Carrier Training
    Aviation Rulemaking Committee, or the ACT ARC, and abide by
    their consensus recommendation?
        Mr. Bedford. I am telling you, I won't unduly influence a
    process one way or the other. The data will either support it
    or it won't.
        Senator Duckworth. Will you abide by their recommendation?
        Mr. Bedford. Most likely. I haven't seen it. I can't commit
    to things that I don't know. But I can commit to you that we
    will not have anything that would reduce safety, full stop.
        Senator Duckworth. So I have given you four--I have asked
    you four questions on whether or not you will unilaterally
    reduce the 1,500 rule and that you will resist it, and at no
    point have you answered yes.
        So you are leaving the door open. Onto the next thing,
    Boeing oversight. In October, the Department of
    Transportation's Inspector General found FAA's oversight Boeing
    was not effective.
        So I am asking you, yes or no, will you commit to not
    delegating inspection authority back to Boeing until FAA has
    implemented all 16 of DOT OIG's recommendations, and DOT OIG
    considers them closed?
        Mr. Bedford. Well, thank you for the question, Ranking
    Member Duckworth. It is my understanding that ODA has been
    renewed for another three years. So, certainly Boeing has got a
    long way to go before they are going to get another bite at
    that apple.
        Senator Duckworth. All right. I am out of time. Thank you,
    Chairman.
        The Chairman. Thank you. Senator Moreno.

                   STATEMENT OF HON. BERNIE MORENO,
                         U.S. SENATOR FROM OHIO

        Senator Moreno. First of all, thank you for your
    willingness to serve. Could you show the people what you have
    at your desk to your left?
        Mr. Bedford. Oh, it is my father-in-law's crucifix and
    rosary.
        Senator Moreno. And the reason I ask that is, what role has
    faith played in your career?
        Mr. Bedford. Well, if I was being perfectly honest with
    you, sir, up until about 1999, not a lot. Not as much as it
    should have. But I had a wonderful experience, conversion
    experience, that brought me much closer to my faith and to
    Christ. And----
        Senator Moreno. So when we are talking about these issues
    about how these technologies--we can be very clinical here,
    talking about 1,500 requirements, or technology, or AI.
        And I think that's all really important. But ultimately,
    when you take this job as the Administrator of the Federal
    Aviation Administration, you are putting the lives of tens of
    millions of Americans somewhat in your hands.
        I think it is just important for--everybody here is looking
    at judging whether your nomination is--that that faith will--is
    it fair to say that that faith will play a role in how you
    conduct your job?
        Mr. Bedford. When I talk to the families, and we talk
    about, I sympathize with your loss. That is not just words. You
    know, I suffered loss as well. I used to have a sister. My
    parents had a daughter.
        She didn't die in an aviation accident, but she was run
    over at a traffic stop, pedestrian accident. So, I absolutely
    understand what you are going through and I appreciate your
    loss, and I would never do anything to compromise safety as
    Administrator in this organization.
        I can promise you that. I can promise everybody on this
    committee that.
        Senator Moreno. Thank you, Mr. Bedford, for that. So let's
    go, shifting to your business career. I just want to restate
    this for the record because as a business guy myself, I don't
    think we really spent enough time highlighting your career.
        You took a company from $85 million--and I know million
    doesn't mean a lot here in Washington, D.C., but $85 million in
    revenue to $3 billion. That is an incredible accomplishment.
        I think I just want my colleagues who maybe haven't been in
    the business world to just sit back and reflect on the scale of
    difficulty of taking a business from $85 million to $3 billion.
    That is a remarkable accomplishment. So, congratulations to
    you. What role did building a culture play in that growth?
        Mr. Bedford. Well, thank you for that question, because I
    think that is so germane to where we are at here today with the
    FAA. It is building a winning culture, and leadership literally
    starts from the bottom.
        We have to support the team. We have to make sure that we
    identify clear objectives, communicate those objectives, and
    then show them how we are going to walk the talk to accomplish
    these objectives. And I think all those things are possible.
    When I had an opportunity to speak with the team at the FAA, I
    asked them, what are our goals for 2025? They don't have any.
        OK, well, what is our strategy? What is our strategy for
    tackling the air traffic control system? And the answer was, we
    are just going to keep working at it hard every day to make it
    work. You know, that is just not the kind of leadership that we
    are going to need in order to get the job done. I don't think
    this is a moonshot project.
        It is not a Manhattan Project. We can get this done, and we
    can work together and get it done very quickly. I think
    Secretary Duffy is right. We can this done. We can get it done
    in single digit years, not decades.
        Senator Moreno. Well, if you take just a fraction of your
    track record and your success, and you implement that at the
    FAA, I think you are going to leave your kids and grandkids an
    incredible legacy.
        So it is amazing that God puts us in different places at
    different times, and he certainly put you here in this charge.
    My final question is this, are you familiar with a piece of
    legislation called the ``One Big Beautiful Bill Act''?
        Mr. Bedford. I have heard something about that.
        Senator Moreno. Now, would it surprise you to know that
    there has been almost no coverage in the media, I haven't heard
    one of my Democrat colleagues--I hope they do. We have an
    opportunity coming up in this testimony to point out that that
    bill has historic investment in modernizing this Nation's air
    traffic control system.
        So your leadership, combined with the fact that we finally
    have a bill that will completely, for the first time in decades
    do what honestly should have been done a long time ago and
    modernize our air traffic control system.
        You strike me as probably like me. You are not somebody who
    tends to gamble, but I don't think the media will ever report
    the fact that this bill has that level of historic investment.
        And I hope that you take this opportunity that has been
    given to you to make certain that you take this time and that
    we modernize our air traffic control system and leave a legacy,
    not just for your kids and grandkids, but for all of America.
        So, thank you for your willingness to serve. Thank you for
    saying yes to President Trump. And to President Trump,
    congratulations on yet another remarkable nominee. Thank you,
    Mr. Chairman.
        The Chairman. Thank you. And at long last, Senator Lujan.

                   STATEMENT OF HON. BEN RAY LUJAN,
                      U.S. SENATOR FROM NEW MEXICO

        Senator Lujan. Thank you, Mr. Chairman. I appreciate that.
    Mr. Bedford, thank you for being here. I am going to continue a
    little bit from the questioning you just had with Senator
    Moreno. I am also a person of faith.
        I am reminded that some of the teachings that we have had
    in our lifetimes. Matthew 7:12 tells us to do unto others as we
    want them to do onto us, to treat people with respect and
    dignity, that we're part of the golden rule mantra. There are
    times in our lives where we are affected by something, tragedy.
        There is a family here that hasn't met with the Secretary
    of Transportation, even though there has been request and
    request and request. I know an invitation was sent out not long
    ago, gave the family just a couple days. Families are busy.
    Something of this magnitude we should work to make happen.
        Will you commit to advise Secretary Duffy, when you are
    confirmed, to meet with this family and give them the time to
    make sure that they are able to be there in person and meet
    with him?
        Mr. Bedford. Well, thank you for the question, Senator
    Lujan. And I agree with you. You know, we need to treat people
    with dignity and respect. You know, we are all created in the
    image and likeness of God.
        And that shared humanity is what should help us to be able
    to work in a bipartisan way and put the American people's
    interests ahead of any of our political interests. And while I
    am thrilled about the $12.5 billion down payment, I would
    clarify, for the new system, I do believe Secretary Duffy is a
    man of great character, and ethics, and integrity.
        And I can't explain why he has not yet met with the
    families, but I would certainly have a conversation with him to
    do so.
        The Chairman. So you will commit to advise him?
        Mr. Bedford. I will.
        Senator Lujan. I appreciate that very much, sir. And I
    appreciate the line of questioning from Senator Moreno as well.
    I mean we should chat about this more in all that we do. Now,
    Mr. Bedford appreciate you taking time to visit with me
    yesterday in the office. We got a good conversation.
        One of the questions that I asked was about a filing from
    2022 that you sent over to the FAA. And you argued in a
    petition that if you were granted the exemption from the 1,500-
    hour rule, that it would help ``renew industry wide commitment
    to diversity, equity, and inclusion.'' Do you still stand by
    those words?
        Mr. Bedford. So, first, thank you for the time that you
    shared in your office. You are a very gracious host. I can tell
    you that when we established the LIFT Academy, what we were
    trying to do is open the aperture of economic opportunity for
    families who otherwise can't afford to do flight training.
        And we all know those families that are on the lower end of
    the wealth scale, who they are, and what they look like. That
    shouldn't keep anybody out of being able to take advantage of
    these transformational careers.
        So, I do believe an alternative to asking families to take
    on $300,000 or $400,000 of debt, or us begging Government for
    student loans so they can leverage these families to take on
    debt, we as industry can work collectively to open that
    aperture, and we are doing that at the LIFT Academy.
        Now, it is not free. We are asking people to come work for
    us for a year. I asked my own son, if you want to fly, you want
    to go to LIFT, you need to come work as a crew scheduler for a
    year. He did it for I think 16 months. Congratulations. They
    demonstrate their character, their reliability, their
    intellect, their teamwork.
        I mean, so we get a chance to essentially take them out for
    an audition, and then we give them a 50 percent discount. Now,
    we ask for something in return. We ask for them to come work
    for us, as we do the folks that were on our Earn To Learn
    Technician Program, which I think is perfectly fair.
        So, but what we are doing, and I can--I can't remember
    Cetrina's last name. She came to us. She spent a year and a
    half as a flight attendant. She applied to our academy. As you
    can guess, Cetrina, she is a person of color.
        And she went through our LIFT program. She completed her
    first officer training with Republic. Three years later, she
    upgraded to captain with us. And just recently, she has taken a
    job with American Airlines.
        Senator Lujan. Mr. Bedford, my time is quickly going to go
    away. Do you stand by those words?
        Mr. Bedford. I absolutely stand by. We need to do more to
    create economic opportunity for those who have little.
        Senator Lujan. I will take that. Mr. Bedford, in your
    petition, you also noted that access for underrepresented
    communities, you would ``see no adverse impact on safety.'' Do
    you agree, yes or no, that the United States can promote
    diversity in the aviation industry without compromising safety?
        Mr. Bedford. So, I agree there is no check the box
    requirement here. If you have got the chops, the skills, the
    mindset to be able to do the work, I believe in a meritocracy.
    We just have to give them the opportunity to demonstrate that
    they are capable to do it.
        We fail out 60 percent of our private pilot students that
    don't. I mean, we run a rigorous program. So, you can try. You
    should have the opportunity to try. But if you can't do the
    work, you can't do the work.
        Senator Lujan. Mr. Bedford, that sounds like a yes. I will
    give you a chance to say yes----
        [Laughter.]
        Mr. Bedford. I think we are saying the same thing.
        Senator Lujan. That sounds like a yes, and I will take
    that. Do you believe the DCA collision earlier this year was
    caused by DEI policies?
        Mr. Bedford. OK, I don't have any earthly idea what role--
    --
        Senator Lujan. I appreciate that. I yield back. Thank you.
        Senator Moreno. So Mr. Bedford, I just want to second that
    Senator Lujan is a phenomenal host, and I hope he gave you the
    spicy pistachios. With that, I recognize Senator Peters.

                    STATEMENT OF HON. GARY PETERS,
                       U.S. SENATOR FROM MICHIGAN

        Senator Peters. Thank you. Mr. Redford, good to see you
    here today, and thank you for taking time in my office last
    week. And as you recall, when we were together, we discussed
    the Gerald R. Ford International Airport in Grand Rapids. It is
    a small hub airport, but that is growing.
        But its 62 year old tower is a growing safety risk with
    line of sight limitations that are physically limiting the
    airport from expanding to meet the demand that continues to
    grow. And I know you have some firsthand experience with that
    as well. I know that the tower at GR is one of the many
    backlogged FAA towers in need of replacement.
        This Administration without question has made a lot of
    promises regarding investments into air traffic control
    facilities. But unfortunately, I think we are missing some
    details, and we are missing some hard commitments with those
    kind of broader promises. It is unclear how much money is
    actually needed to address the tower replacement backlog and to
    modernize our air traffic control infrastructure, including
    towers at individual airports across the country.
        I am pleased to hear that you are supportive of investments
    into our ATC facilities. With that, so I just have a series of
    a few yes or no questions regarding this issue. Yes or no, if
    confirmed, will you work with us on a plan to replace GR's
    tower sooner rather than later?
        Mr. Bedford. Well, thank you for the question, Senator
    Peters. And I thank you for the time in your office, by the
    way. And I have to give a quick shout out for all the folks in
    Michigan who are watching the hearing today.
        So--they are looking. I will tell you that $12.5 billion is
    a great start. It is going to take a lot more than that. I have
    not had the benefit of seeing the plan. I know that Secretary
    Duffy has all of those details. Hopefully, we will be able to
    bring that to the, you know, to the transparency before the
    Committee.
        But $12.5 billion is enough to get started, for sure. We
    have aging infrastructure across the country. I have watched
    numerous hearings. I have heard the Acting Administrator
    testify that there is some rubric, some process and methodology
    on how to prioritize the tower.
        So, I would absolutely agree to work with you and see where
    Grand Rapids is in that process and just make sure we are all
    on the same page.
        Senator Peters. Well, I appreciate it. And sooner rather
    than later. It would be for all the folks from Michigan
    watching you right now.
        Mr. Bedford. Shout out to Western Michigan University.
        Senator Peters. They are watching you right now, so I
    appreciate that. Yes or no, do you agree that we need a major
    infusion of facilities and equipment funding specifically to
    address air traffic towers?
        Mr. Bedford. Yes.
        Senator Peters. You have answered that. If confirmed, do
    commit to sharing with my office exactly how much money is
    needed to address the entire ATC modernization backlog,
    including the replacement of outdated towers?
        Mr. Bedford. So, again, I can't speak for Secretary Duffy.
    He erected a wall. You know, once I agreed to accept the
    nomination, I have had zero contact on what is in the plan. I
    know as much as what I have been able to read. I would like to
    hope, again, as I have said in my statements, that we will have
    absolute transparency, accountability----
        Senator Peters. Good. That is what I would hope you do if
    we would try to--if confirmed, obviously, that we will be able
    to do that. Yes or no, do you believe that funding for air
    traffic control modernization should be contingent on closing
    or consolidating other air traffic controlled facilities?
        Mr. Bedford. So, I don't know. I don't know what's in the
    plan. I hope in a bipartisan way we can be open to deploying
    the people's capital in a judicious, wise way. So I would be
    willing to work, again, with the Secretary, with the President,
    with this Commerce Committee to make that happen.
        Senator Peters. Well, if confirmed, would you support the
    closure of any air traffic control facility without consulting
    air traffic control staff and representatives from the region,
    or will you include them in the process?
        Mr. Bedford. I would think it would make sense to have our
    controller workforce included in the process.
        Senator Peters. Good. So that is a yes, thank you. Mr.
    Bedford, you have been outspoken regarding your support for
    Essential Air Service program. And I want to emphasize again
    today, my concern for Michigan's nine EAS airports due to the
    proposed $308 million cut to Essential Air Surface.
        And I know we have had this good discussion that
    attracting--and you know that attracting service to rural
    areas, holding airlines to their commitments, and ensuring that
    this program receives the necessary funding is going to be a
    continuing priority for the state of Michigan, second in the
    country in terms of Essential Air Service to get to all of our
    areas, particularly in Northern Michigan.
        I know that is not directly within your purview for the
    FAA, but I think it is likely that you will soon be in the
    room, if confirmed, when those changes to the program are
    discussed. So in that scenario, will you commit to me that you
    are going to continue to advocate for EAS airports and advocate
    against the kind of cuts that is going to limit service to our
    rural areas in Michigan, as well as around the country?
        Mr. Bedford. So, I believe I saw in Secretary Duffy's
    testimony his commitment to EAS. It is obviously something I am
    passionate about. I did all my flight training at a flying
    cloud airport in Eden Prairie, Minnesota. I have gone to all of
    the airports from Bemidji to Brainerd to, you know, Duluth.
        So, you know, keeping these airport communities connected
    to the system is important. But the cost of EAS has exploded.
    And I think there is an opportunity now where we can look at
    these emerging technologies that are going to find a much more
    cost-effective and affordable solution to connect and reconnect
    many of these communities that we have, and to do it in a cost-
    efficient way so that our tax dollars are going--you know, most
    efficiently deployed.
        Senator Peters. Great. Thank you very much. Thank you, Mr.
    Chairman.
        The Chairman. Thank you. And I will say the Minnesota shout
    out right before Senator Klobuchar's questioning was very well
    done.

                   STATEMENT OF HON. AMY KLOBUCHAR,
                      U.S. SENATOR FROM MINNESOTA

        Senator Klobuchar. Very well done.
        Mr. Bedford. I have been so looking forward to meeting you,
    Senator.
        Senator Klobuchar. Well, thank you. And thank you for your
    willingness to serve. So, not only were you using those
    airports, you were former CEO of a Minnesota based regional
    airline, Mesaba. Near and dear to my heart only because the
    name Mesaba is the Iron Range where my dad grew up.
        Mr. Bedford. Sleeping giant, yes.
        Senator Klobuchar. That is right. And you know we also have
    strong connections to aviation, from our regional airports to
    the major hub at Minneapolis-St. Paul, which I think once again
    was voted the best airport in North America. And we also have
    Cirrus Jets, one of the few domestic manufacturers----
        Mr. Bedford. I have flown an SR22.
        Senator Klobuchar. Yes, exactly. So we care a lot about
    aviation. And so, my first question is, I appreciated your
    answer on EAS, but could you just talk about the importance of
    Federal funding to upgrade our airports, like our air traffic
    control towers?
        Minnesota is home to one in Duluth that Representative
    Stauber, my counterpart in the House for that part of our
    state, have been working on. It is the third oldest one in the
    country--often floods.
        And could you talk about the need to upgrade our air
    traffic controllers? I discussed this with the Secretary when
    he was sitting in your chair.
        Mr. Bedford. Well, thank you for the question, Senator
    Klobuchar. And I hope we get an opportunity to have an office
    visit. We can----
        Senator Klobuchar. Well, I am sure we will make that work,
    yes.
        Mr. Bedford. have a longer policy conversation. But I think
    the need is universal and bipartisan. Both here and the House,
    there is a strong recognition that the system needs significant
    investment. We seem to have bipartisan support for a down
    payment of $12.5 billion.
        We have to be honest, that is not enough. We are going to
    have to have significantly more investment. We have talked
    about, are there budget neutral ways to do that. I think we can
    for sure look at the $5 billion a year we are investing in
    sustainment of the current system and look at that as a future
    savings opportunity, and in an industry we can present value
    that back to something that could be over 10 years worth $40
    billion of savings to the Treasury.
        So yes, I think this not only is urgent and necessary, and
    will help, you know, increase our ability to service, you know,
    emerging technologies. But I do think there is a very strong
    payback to the Treasury and to the American taxpayer.
        Senator Klobuchar. Good. In your testimony you mentioned
    the chronic staffing challenges at our air traffic control
    centers. And we must ensure our air traffic controllers have
    the staff they need to keep our skies safe. I did work with
    former Senator Braun to include a provision in the FAA
    reauthorization requiring the agency to conduct maximum hiring
    of air traffic control candidates at the FAA Academy.
        Secretary Duffy--and as you know, we had seen some
    increases. Then, of course, came in this kind of across the
    board firings of new employees, then they were exempted, and
    then some people left.
        Secretary Duffy has called for a supercharged program for a
    controller hiring, and you have testified your work to rectify
    the understaffing. Could you talk about how you will ensure
    that the FAA is conducting maximum hiring of air traffic
    controllers?
        Mr. Bedford. Well, thank you for the question, Senator
    Klobuchar. So, as you may be aware, we have spent years and
    tens of millions of dollars developing workforce opportunities
    for the future.
        We are doing earn and learn programs as an example for our
    technical staff. We have deferred--or abated 50 percent of the
    cost of pilot training through our LIFT Academy. So it is near
    and dear to my heart to make sure that we are casting the
    widest possible net to get the best people we can, to give them
    the best training that we can and the best tools in order to
    have the best outcomes.
        And certainly what the Secretary has shown us a few weeks
    ago in the big rollout of the system is the tools that we are
    giving our workforce are unacceptable. So I think we have got
    some leadership challenges, funding challenges, but these tools
    are just not acceptable to continue to utilize and have the NAS
    of the future that is going to be able to take advantage of
    emerging technologies.
        Senator Klobuchar. OK. Yesterday, I sent a letter with
    Senators Duckworth and Warnock requesting that the FAA provide
    an update on the implementation of the provisions that were
    included in a bill I had done with Senator Moran, who I just
    see is here, to boost the FAA 625 grant program to recruit and
    prepare students for aviation careers. Do you believe it is
    critical to fully fund the FAA at the levels authorized under
    the FAA bill?
        Mr. Bedford. Well, thank you for the question. I want to be
    careful here because I am not in the FAA, and I couldn't tell
    you whether the funding is enough or too much. So I would love
    to have an opportunity to do the job, do the work, you know,
    put a critical eye on it, and then get back to you.
        Senator Klobuchar. OK. Last question is just about, we know
    the horrific fatal crash very close to where we are now. There
    was a near miss. One of my staff members was on the plane of
    the Delta flight, which happened with some military aircraft
    and a jet bound for Minnesota. It was nearly all my
    constituents.
        I led a provision in the FAA reauthorization bill to help
    planes avoid collisions by ensuring they have the technology to
    alert pilots. And many of my colleagues, including ones that
    are here right now, have done similar things.
        Do you agree that adopting new technologies can assist? And
    what should we be doing when it comes to these near collisions?
        Mr. Bedford. Well, thank you for the question. Look, we do
    have some terrific technologies that are here today that we can
    implement. There is always going to be points of friction in
    terms of how we allocate airspace based on equipage.
        So, I think it is--we need to have the stakeholder
    conversation. I agree we need get more alerting systems on the
    cockpit so that it is another level of safety and redundancy
    for our commercial airline pilots.
        But we also have to be sensitive that we don't want to
    inadvertently cutoff regional airline markets if their aircraft
    aren't upgrading. The good news is I think we have solutions
    for that now that we can pursue and have the best of both
    worlds.
        Senator Klobuchar. Very good. And I will tell you, I have
    been very impressed how all the grandchildren have remained in
    control. Some of them are wandering around, but not by
    themselves----
        Mr. Bedford. I haven't been able to see, but you should
    know we have a couple of Eden Prairie born children here too.
        Senator Klobuchar. OK, excellent. Very good. Thank you. And
    now I think Senator Blackburn is next.

                  STATEMENT OF HON. MARSHA BLACKBURN,
                      U.S. SENATOR FROM TENNESSEE

        Senator Blackburn. Yes, indeed. Thank you, Senator
    Klobuchar. And I want to add my condolences and my thanks to
    the families that are here today from the DCA crash and the
    Colgate crash.
        And we appreciate the commitment that you are making to be
    certain that the skies are safe, and that passengers are going
    to be safe. We want to welcome you. Congratulations, Mr.
    Bedford.
        And indeed, I think the children, the babies deserve a
    treat as we call it at my house with the little ones when this
    is over. You and I talked briefly when we visited about pilot
    retirement age.
        Mr. Bedford. We did.
        Senator Blackburn. And this is an issue that comes up
    repeatedly. Because people are so frustrated. They go to get on
    a flight, and the crew is timed out. They don't have a flight.
    Everybody is there. The plane is there, and they end up waiting
    a couple of hours to get a pilot.
        And I have worked on this issue because I think if we don't
    take the lead on this, that it is something that is going to
    leave us with more flights that are stranded. And I know that
    ICAO is looking at this issue.
        So, I would like for you to talk just a little bit about
    that issue and how you would approach the pilot retirement age?
        Mr. Bedford. So, thank you for the question. And thank you
    for the time in your office, by the way.
        Senator Blackburn. Sure.
        Mr. Bedford. It was lovely. You know, this was a big issue
    during the whole FAA reauthorization debate. You know, there
    was, and I can't remember which side of the Legislature it was
    in, the House or the Senate, but we had age 67 at one point,
    and it didn't make its way through reconciliation.
        We had a lot of debate on the merits of it, which are, I
    think, pretty clear. That we have really experienced pilots
    that still have a lot of gas in the tank, desire to serve, and
    a lot of mentoring that they can bring to the table for the
    younger workforce, you know, that we are developing for the
    future.
        So those that wish to serve having an arbitrary mandatory
    retirement age doesn't seem like the right answer to me. But
    then there is the logistics of the fact that these men and
    women are actually at the top of the, you know, fleet food
    chain. They are flying in the left seat of the most advanced
    widebody aircraft across the planet.
        And that is great. We have to be sensitive to the fact the
    disruption that it would cause if, in fact, they can't operate
    widebody airplanes and have to be, you know, deregulated down
    to a narrow body jet may prohibit them from even wanting to
    serve.
        So ICAO has now somehow become very critical in the process
    to encourage them to increase global retirement age. We have
    successfully accomplished that moving from 60 to 65. I think it
    is absolutely possible to accomplish that in a reasonable
    period of time.
        Senator Blackburn. Well, thank you for that. Talk for a
    minute about your record at Republic, because you did transform
    that airline. And you increased the fleet, you increased
    revenue, and you kept an eye on safety. So, I want you to talk
    about that commitment to safety and how you carried that out in
    your career?
        Mr. Bedford. Well, thank you for the question. And a quick
    shout out to some of our Republic pilots that are here. Thanks
    for the support. It was a collaboration. And it wasn't easy, I
    will tell you. We didn't get it all right.
        You know, we made a lot of mistakes as we were building a
    business. But we were able to recognize the mistakes we made,
    correct them, and continue to move on. I think that is a
    culture that we can bring to the FAA. It is OK to try things
    and fail. Again, not jeopardizing safety. But we can innovate.
        We won't always get it right, but we will get a lot of it
    right. And then stuff that we don't, we can fix and continue to
    innovate. So, I think that was--you know, if you think about
    all the challenges aviation has faced, 2001, obviously 9/11.
        And I have to tell you, the incident and the crash at 5342
    brought back a lot of PSTD for me, because we have, you know,
    almost 150 operations a day at Reagan. And for the first 15
    minutes, when we got our MIR3 alert, we had no idea whose
    aircraft that was. It is a heart-sinking feeling to think it
    could have been one of ours. So by the grace of God, it wasn't.
        And again, my deepest sympathies to the families that were
    affected. So I can tell you that culture is a clear indicator
    of a lean, agile organization that can manage change and work
    together. I think it starts from having a vision.
        We have to have a vision for where the organization is
    going. What hill are we trying to take? And then we can get our
    entire workforce to go on that journey with us. We can
    collaborate. It is not just me saying this. I have read a lot
    about the FAA, the FAA organization.
        Many reports, many agency reports that talk about the
    unwieldy organization structure, multiple spans and layers,
    silos across the organization. I think there is a lot of
    opportunity for us to lean into building a better, agile, more
    collaborative agency.
        Senator Blackburn. Thank you for that. And I recognize
    Senator Baldwin, and I turn the gavel to Senator Sullivan.

                   STATEMENT OF HON. TAMMY BALDWIN,
                      U.S. SENATOR FROM WISCONSIN

        Senator Baldwin. Thank you, Senator Blackburn. I am going
    to yield a few seconds to Senator Moreno to correct the record.
        Senator Moreno. Sure. Not to correct the record. I just
    wanted to--Senator Lujan brought up an issue about the families
    not being able to meet with Secretary Duffy. So I took the
    opportunity to step outside and called the Secretary. He gave
    me his Chief's cell phone number.
        So for the families, he is expecting your call. If you
    could call him at your convenience, and the Secretary is more
    than happy to meet with you. So I will hand this to whoever the
    family representative is so that we can get that meeting
    scheduled. And he obviously is wanting to do that as quickly as
    possible.
        Mr. Bedford. Thank you.
        Senator Baldwin. Thank you. Mr. Bedford, thank you for
    being here today. Thank you for the opportunity to meet with
    you ahead of this hearing to learn more about your priorities
    for the FAA.
        As the Senator representing Wisconsin on this committee, I
    would be remiss if I didn't mention how disheartened I was to
    read about some of your past comments about Milwaukee.
        It has been reported that you told a group of investors
    that, ``I don't care how cheap you make it. You don't go there
    unless you have to.'' Mr. Bedford couldn't be more wrong on
    that account. And if confirmed, I invite you to Milwaukee to
    come see for yourself all that the city and the state of
    Wisconsin has to offer.
        On the--one of the FAA's most successful partnerships is
    the Contract Tower program. 265 smaller air parts participate
    in this important air traffic safety program, including nine in
    my state of Wisconsin.
        These towers support rural air service and flight schools
    across the country, as well as DOD flight training operations
    and military readiness. What assurances can you give us today
    that contract towers will be a high priority for you if you are
    confirmed?
        Mr. Bedford. Well, thank you for the question, Senator
    Baldwin. And thank you the courtesy of the time in your office.
    I am going to push back strongly on that quote. I don't know
    where that came from because I have got two Marquette graduates
    back here that are going to be very unhappy if I let that stand
    in the record.
        I love Milwaukee. I have spent a lot of time in Milwaukee.
    You know, we tried to save Midwest Airlines in Milwaukee. It
    was a brutal, brutal competitive environment. And
    unfortunately, Milwaukee has lost a lot of direct service as a
    result of that. We used to have service to Omaha and Duluth and
    Eau Claire and Grand Rapids.
        Senator Baldwin. It is how I got to Washington, D.C. as a
    member of the House, through Milwaukee.
        Mr. Bedford. So, you know, I would love to see a resurgence
    of opportunity in Milwaukee. So I am not sure where that quote
    came from. Maybe I was drinking, I apologize.
        Contract towers, I utilize them frequently. You know, in my
    own flight training, I am flying in places like Anderson,
    Indiana, Muncie, Indiana and they are all contract towers. So
    when you think about the fact that we have got thousands and
    thousands of student pilots, they rely on these contract towers
    almost exclusively for their flight training.
        So they are a very vital component of the ecosystem here in
    the United States.
        Senator Baldwin. Thank you. Last Congress, I was proud to
    author provisions in the Federal Aviation Administration
    Authorization Act that strengthen protections for air travelers
    with disabilities, many of whom are our Nation's veterans.
        The law includes provisions from my Air Carrier Access
    Amendments Act to ensure that airplanes are designed to
    accommodate people with disabilities and that airlines meet
    accessibility standards, including for individuals who use
    wheelchairs.
        Will you commit to enforcing these measures and to working
    with us to continue to improve passenger safety for all
    Americans, including those with disabilities?
        Mr. Bedford. Thank you for the question, Senator Baldwin.
    If it is the law, of course, we will enforce it. But I want to
    tell you that I think I may have shared with you in your
    office, and I certainly had this conversation with Ranking
    Member Duckworth.
        We have had firsthand family experience with mobility
    challenges when our daughter suffered a spinal cord stroke that
    rendered her a quadriplegic. So thankfully, by the grace of
    God, she has recovered about 85 percent of her mobility. But we
    absolutely understand.
        My wife, Maria, runs a foundation that helps people with
    mobility issues, providing them wheelchair accessible vans, you
    know, home upgrades for handicap accessibility. I mean, so this
    is an issue near and dear to our hearts.
        Senator Baldwin. Well, I appreciate that. Last question,
    improving recruitment and retention in aviation workforce needs
    to be a top priority in the FAA, and pilots are a vital piece
    of that workforce. We talked about this yesterday.
        We discussed my Flight Education Access Act that I sponsor
    with--it is a bipartisan bill that Senator Sullivan is co-
    sponsor of. It is aimed at increasing student loan limits for
    students in flight training programs to help make pilot careers
    more accessible by addressing the high cost of flight education
    and training, while maintaining our standards for safety.
        So, if confirmed, what strategies will you implement to
    increase the pipeline of qualified pilots?
        Mr. Bedford. Well, thank you for the question. We
    absolutely have had workforce shortages. Pilots have been
    critical, but also maintenance technicians. So there is a lot
    of work to do here to convince young people that these are
    valuable careers, transformational careers, where you don't
    have to spend, you know, time in college.
        So, absolutely. And you know, we have worked together on
    granting issues and trying to, you know, get our military
    veterans an opportunity to come into these transformational
    careers. So I would love to continue to work with you on that.
        Senator Baldwin. Thank you, I appreciate that. Next is
    Senator Sullivan.

                    STATEMENT OF HON. DAN SULLIVAN,
                        U.S. SENATOR FROM ALASKA

        Senator Sullivan. Thank you, Senator Baldwin. I think I am
    chairing, and I am going to call on myself. So, Mr. Bedford,
    thank you for being here. Thank you for your willingness to
    serve. I appreciate our meeting the other day. I do want to--
    just to add to what Senator Baldwin said in terms of our
    bipartisan bill.
        But pilots also pay back their loans at a very high rate
    too. So, it is a good deal for the Federal Government. A lot of
    other people get student loans, maybe not have the highest rate
    of repayment, but that is not a problem with our pilots.
        That is another reason why our bill makes a lot of sense. I
    want to focus a little bit, as you can imagine, on Alaska
    aviation safety. We had a good discussion about the FAASI
    initiative, the FAA Safety Initiative, FAA Alaska Safety
    Initiative. You know the background of it. This is to bring
    down the very high rates of crashes and deaths in my state.
        You know, I want to recognize the families from the latest
    tragedy here, but you know we also had a crash in Alaska, a
    Bering Air crash in a timeline not too far after the American
    Airlines crash here.
        So, this is impacting all of us, safety. Secretary Duffy is
    really focused on Alaska aviation safety, which I have
    appreciated. They put real money behind the FAASI initiative,
    $25 million a year. And then when he did the big ATC press
    conference with President Trump, President Trump announced 174
    new weather observation stations in Alaska. So, that is really
    important to us.
        I want to thank the President and the Secretary for their
    focus on Alaska aviation safety. Can I get your commitment, if
    confirmed, to get up to Alaska with me soon, after your
    confirmation, to meet with all of our different stakeholders
    and to get a better understanding of our challenges on
    infrastructure, weather reporting, all the things that most
    lower 48 airports have?
        We don't have a lot of those, and I think the Secretary and
    even the President have recognized that need for
    infrastructure. It is important. In the FAA reauthorization
    bill, I had several amendments, very bipartisan, my colleagues
    here all support them. That we need better infrastructure to
    keep Alaska aviation safe.
        Mr. Bedford. Well, thank you for the question, Senator
    Sullivan, and for your hospitality in your office the other
    day. Alaska is unique. I think every member I have spoken to
    acknowledges the uniqueness of a state where, you know, air
    travel is--it replaces the lack of highway infrastructure.
        Senator Sullivan. Yes, we have over 230 communities that
    are not connected by roads, and most states that is----
        Mr. Bedford. When we think of Essential Air Service, I
    can't think of a more essential service than air travel in
    Alaska and making that safer is a common objective. I mean,
    think about the tourism and hunting, and infrastructure, and
    then just general commerce. It is absolutely vital that we
    maintain the safety of Alaska. I think we have seen a lot of
    improvement there over the decades. More can be done.
        Senator Sullivan. Yes. Thank you, I appreciate that.
        Mr. Bedford. I would love to visit.
        Senator Sullivan. Good, I would love to have you up there.
    Let me--you know, when we talk about safety, in my experience
    in this committee--I love our FAA in Alaska. The air traffic
    controllers do heroic, heroic work. I can't thank them enough
    for the great job they do.
        By the way, in Alaska Center, you now, they just are--about
    aviation safety in Alaska. If you are flying from Chicago to
    Tokyo, halfway through that flight, the FAA folks in my state
    kind of deliver those planes all the way to Asia, right. So
    they do great work for the whole country. It is industry, it is
    pilots, it's us. All of us are the key to making our aviation
    system safer.
        We have always had the gold standard in aviation safety. I
    have really tried to work in this position with everybody,
    including our outstanding pilots. One of the issues you and I
    talked about that has come up, it is kind of bubbling up in
    Europe, this idea of not having two qualified pilots on the
    flight deck in terms of safe operations.
        It is not over here yet, but I want to get your commitment
    to maintaining the standard. And, you know, if something like
    that came over, give it a really hard look before anything
    happens, talking to industry, talking to us, talking to the
    pilots.
        Can I get your commitment, or you have any views on that? I
    know something it's bubbling up over in Europe.
        Mr. Bedford. So, I tell you the--I don't know much about
    the conversation that is going on in Europe as it relates to
    single pilot. In fact, not until this confirmation hearing
    process had anybody ever mentioned it to me before. It seems
    like that is a long ways away.
        Senator Sullivan. Yes.
        Mr. Bedford. But what is not so long ways away is what we
    are seeing technology being developed by Garmin with auto-land
    system. So imagine you are in Alaska, and you have got an
    incapacitated single pilot operation, and you can hit the
    button, and the airplane will safely land itself.
        I mean, so I do think that there are ways we can absolutely
    use technology to improve aviation safety. I don't think it
    goes so far as to tell us we need to remove a trained aviator
    from the cockpit.
        Senator Sullivan. Yes, I think it is the combination of
    both. And I don't want an AI guy landing my airplane. I want a
    pilot, especially in my State. Finally, just your commitment
    again. I think Secretary Duffy has really done a great job
    about laying out the vision of the ATC upgrade.
        The budget reconciliation bill is going to have a very, as
    Chairman Cruz said, big significant chunk of money to start
    that process. It is very important. Do you have any views on
    how we would go about doing that? It is going to be important.
    We will have a lot of oversight here, but it is a good start.
    And the Secretary of Transportation has done a great job
    leading this effort.
        Mr. Bedford. I concur 100 percent. Secretary Duffy has
    taken on an enormous task trying to expedite the, you know,
    modernization of the system. I look forward, if confirmed, to
    getting in there and give him another set of hands to get the
    job done.
        But as we discussed in your office, I am going to bring a
    more commercial approach to FAA modernization, where we use
    proven practices and disciplines in order to create a project
    management plan. Have an open and transparent request for
    proposals. Evaluate the--or the providers.
        Make sure we get strong contractual commitments on
    operating on budget and delivering the goods. Penalties when
    they fail to deliver the goods, or it is not operating to the
    specifications. I think we can bring a significant amount of
    discipline to this process that will bring comfort to oversight
    that we can confidently execute the plan.
        Senator Sullivan. Good. And I think the comments that were
    made earlier about acquisition reform, so it doesn't take 4
    years to start getting the equipment is a really, really,
    really,important one.
        Mr. Bedford. Amen. Yes, sir.
        Senator Sullivan. Great. I will hand the--gladly hand the
    gavel back to the real Chairman here, Chairman Cruz.
        The Chairman. Excellent. Thank you. Senator Hickenlooper.

                 STATEMENT OF HON. JOHN HICKENLOOPER,
                       U.S. SENATOR FROM COLORADO

        Senator Hickenlooper. Thank you, Mr. Chair. Thank you, Mr.
    Bedford. It is good to see you in this position. I think it was
    15 or 16 years ago we first met when I was Mayor of Denver, and
    you were just taking over a bankrupt Frontier Airlines.
        Mr. Bedford. Yes.
        Senator Hickenlooper. And I remember that you made a lot of
    difficult decisions and had to make cuts everywhere. And my
    memory was that you won them back, the staff--at least the ones
    that I stayed in touch with.
        And, you know, as Mayor and as Governor, I always flew all
    the airlines. Still fly all the airlines. Anyway, let me ask
    you a couple of questions, appreciating that you have obviously
    learned a great deal over your, you know, 25--I guess 30 years
    now in the business.
        We have had communication outages that impact air traffic
    control operations. We have seen them increase in severity and
    frequency. Again, I emphasize, the airs are safe. People should
    not feel in any way in risk. But I mean, we have got these
    redundant systems for safety. But any outage for any duration
    should be unacceptable.
        And I think that, you know, what we are going to do as
    these news stories proliferate, we are going to erode the trust
    that we have built over many years. The Denver Air Routes
    Traffic Control Center recently had an outage that we talked
    about briefly impacted primary and backup personnel, backup
    chat communications channels used by ATC personnel.
        So what ideas--I mean, you have obviously been asked this a
    million times and are thinking about. What ideas do you have of
    how we can begin to address this as quickly as possible?
        Mr. Bedford. Thank you for the question, Senator
    Hickenlooper. And thank you again for the time. It was great
    catching up with you. It has been too long. I agree, we need to
    ensure the public that travel is safe. It is safe. There are
    multiple layers of redundancy in the system.
        But we don't want to get to the second, third, and fourth
    layer of redundancy. We don't want to have our crews having to
    get on the 121.5 guard frequency in order to talk with another
    air traffic control system. We don't want them to have to rely
    on TCAS for traffic guidance and avoidance.
        So, the system is old, it is tired, it needs to be
    replaced. I just want to let the folks who are watching this
    hearing know that there has been universal, not broad or
    significant, but universal support on both sides of the aisle,
    in both chambers that I have spoken to that support modernizing
    this air----
        Senator Hickenlooper. And tied in with this, you know, some
    of the issues are around transparency, and that the FAA has--
    the question about whether they have accurate records and when
    do they release them. And I hope that you will commit toward
    more transparency, earlier release of this information. We have
    occasions to have concerns.
        Mr. Bedford. I would add to it, I think, one of the
    challenges we have is a lack of trust. There is lack of trust
    issues within the FAA, and between the FAA and some of the
    stakeholders. And it has been explained to me why some of those
    issues there are, but we have to move past that. We will have
    to embrace transparency and accountability as we move forward
    this process.
        Senator Hickenlooper. I couldn't agree--I think more
    transparency increases accountability and actually helps the
    staff do a better job, and I think you get that.
        Mr. Bedford. I 100 percent agree.
        Senator Hickenlooper. Yes, I appreciate that. Northern
    Colorado Regional Airport, we talked about a little, is among
    several airports across Colorado that lack a physical control
    tower.
        And to overcome this, the state of Colorado has made a
    bunch of investments to attract and install a certified remote
    tower technology system in Fort Collins. The FAA recently
    shared a timeline for remote tower certification to complete at
    the New Jersey Technical Center this year. How can you help
    ensure that airports are going to be able to quickly access and
    install these new technologies?
        Mr. Bedford. Well, thank you for the question, Senator
    Hickenlooper. I am actually confused by this, because we
    invented this technology. We did this as part of--we did this,
    I think, in 2013. We certified--all right, I won't say
    certified, but we invented this technology, and it is being
    deployed abroad.
        It is just--it is confusing to me why it has taken so long
    to utilize something that we developed and we can manufacture
    and deploy here. So I don't have the exact answer for you, but
    I really look forward to working with you and many communities
    that could take advantage of remote towering.
        Senator Hickenlooper. So many, so many of the smaller
    communities could benefit. You have obviously found many
    creative ways with Republic Airlines to make training
    affordable for new pilots and to train maintenance personnel,
    engineers, and such. To help with recruitment, the FAA has
    established an Air Traffic Collegiate Training Initiative
    Partnership Program. Brings collegiate aviation programs
    together with the FAA to prepare graduates for air traffic
    controller academy. Can you support this program?
        Mr. Bedford. I do.
        Senator Hickenlooper. Great. I appreciate that. Look, this
    is the kind of things that the Federal Government--we should
    really be making sure we encourage and promote them as much as
    possible.
        Mr. Bedford. Just as a small aside. I mean, we partnered at
    Republic with over 44 university programs. I mean, we have
    urgent workforce needs. Many people have a hand in this
    solution.
        Senator Hickenlooper. All right. Well, great. I yield back
    to the Chair. Thank you.
        The Chairman. Thank you. Senator Moran.

                    STATEMENT OF HON. JERRY MORAN,
                        U.S. SENATOR FROM KANSAS

        Senator Moran. Chairman, thank you. Mr. Bedford, good
    morning--now afternoon. I was delayed getting here because I
    was questioning Secretary Hegseth at an Appropriations
    Committee hearing that is in concurring time as this hearing.
    It doesn't diminish my interest in your nomination and your
    confirmation.
        But I did use that opportunity to question Secretary
    Hegseth about VIP or convenience flights from the Pentagon
    along the route that involves DCA. He assured me that there are
    no current authorizations, nor will there be an authorization,
    for VIP or convenience flights along ``that route,'' referring,
    I think, to the route at the Pentagon. He said that he and
    Secretary Duffy are in close coordination.
        I was hoping he would commit to making certain that there
    was no flights occurring until the FAA and the Department of
    Transportation determined there was a safe manner in which to
    conduct those flights. But the airspace control is the FAA's--
    it is the Department of Transportation's, not the Pentagon's.
    Is that true?
        Mr. Bedford. Chairman Moran, thank you for the question and
    for just the hospitality in your office the other day. Thank
    you for that. My understanding is the FAA is supreme when it
    comes to the control of the airspace, but we want to be good
    partners with the Department of Defense, and we have protocols
    on how to do that--multiple protocols, as I understand.
        And as an aviator, you know, we create military operating
    areas, restricted space, prohibited space, line of fire space,
    alert zones. I mean, we have lots of ways we can accommodate,
    and we will accommodate the Department of Defense training
    needs. But we can't have this mixed use traffic in Class B
    airspace. So, I know Secretary Duffy is very passionate about
    this issue, as I.
        Senator Moran. You would use the authorities you just
    described to make certain that whatever traffic was involving
    Pentagon flights involving rotary aircraft would be--you would
    be certain they would be safe to do so before allowing them,
    true?
        Mr. Bedford. Yes, sir.
        Senator Moran. I have introduced legislation as a result of
    the crash of January the 29th on ADS-B. It has been a point of
    contention since the crash and since NTSB's investigation.
        This legislation repeals the NDAA, our National Defense
    Authorization legislation, that was passed some time ago. It
    had a provision in it that allowed the Secretary of
    Transportation to allow exemptions in enabling ADS-B In and
    Out.
        And it also allows for the Secretary of Transportation to
    require the installation of ADS-B In. Your reaction to that
    topic and that kind of legislation?
        Mr. Bedford. So absolutely, ADS-B In can be a significant
    safety improvement for the visibility of traffic, because it
    incorporates the traffic that is on the ground. So if we look
    at the alerting systems that we have and we are relying on,
    even when we are using surface radars, it still requires the
    controller to be in the loop.
        So there is this process where it has to go to the tower,
    and then from the tower to communicate, and we lose vital
    seconds on potential incursions and excursions. So, you know,
    the challenge we have out of the civil fleet, which I believe
    is close to 7,700 aircraft, we need to find a way to give all
    of them access.
        And I know that may be a controversial statement, but here
    is the good news. For the smaller aircraft, older aircraft that
    are currently unable to comply with ADS-B In, Collins,
    Honeywell, L3 have solutions now where we can get to something
    that is almost equivalent to ADS-B In on that rest of the fleet
    that today might not be able to adopt.
        Senator Moran. You would work with me and others to find
    that right solution?
        Mr. Bedford. Welcome that opportunity.
        Senator Moran. Thank you. One of the things that NTSB found
    that was somewhat astounding to me. Their data decided in their
    preliminary report of the tragedy, there was some 15,214 close
    proximity events between commercial aircraft and helicopters
    that occurred over a three-year span.
        When we discussed FAA vulnerabilities in my office, you
    indicated organizational silos existed. And this might be an
    example of one of those silos in which the FAA aviation safety
    and the air traffic offices are not responding to what seems to
    me to be a pretty compelling case. If there is 15,000 close
    proximity events, someone at the FAA might want to do something
    different.
        And I highlight this. I don't know if there is a necessary
    response from you, but I highlight that there are statistics
    that indicate those approximate events. But nothing--it wasn't
    a signal that we ought to be paying more attention to
    something.
        Mr. Bedford. So, I would like to say two things, if I may,
    sir.
        Senator Moran. Please.
        Mr. Bedford. One, to assure the traveling public that close
    proximity events are not in and of themselves a worry. It may
    be the fact that we have lost, you know, the three mile, you
    know, lateral separation can trigger a close proximity event.
    It is not necessarily indicative of a safety problem.
        The 85 near misses, on the other hand, are indicative of
    the safety problem, and indicative of failure of the FAA's SMS
    system to detect that and mitigate it. So that absolutely needs
    critical assessment.
        And I will tell you, as the team here from Republic would
    tell you, we have tools called FOQA, Flight Operations Quality
    Assurance, where we are doing a lot of data analysis on our
    systems, and we are using that to inform our training. I think
    the FAA could absolutely stand up something similar to that to
    help inform them of risks in the system that may not otherwise
    be detectable.
        Senator Moran. In a very quick moment, I just want to
    highlight the importance of the FAA contract tower program and
    see if you have an appreciation for what we are able to do in
    airports that would not have the circumstances to have a
    different air traffic control tower.
        Mr. Bedford. Well, thank you for the question, Chairman
    Moran. Unfortunately, you were occupied in the other hearing,
    so we did have a lot of conversation about contract towers and
    their necessity as part of facilitating our----
        Senator Moran. You can just tell me, I liked your answer
    and all.
        Mr. Bedford. I liked your answer.
        Senator Moran. All right. Thank you. Then, I liked your
    answer.
        Mr. Bedford. I liked mine--OK. I will cooperate with the
    contract towers. They are important.
        Senator Moran. Thank you, sir.
        The Chairman. Thank you. Senator Rosen.

                    STATEMENT OF HON. JACKY ROSEN,
                        U.S. SENATOR FROM NEVADA

        Senator Rosen. Well, thank you, Chair Cruz. Appreciate you
    holding this hearing. Mr. Bedford, thank you for your
    willingness to serve. I see your family. A very brand new baby
    out there. So peaceful, so quiet, and behaving well. But
    anyway, as Senator Sullivan just talked about, I want to stress
    the importance of--I keep smiling. I am looking at the baby. I
    am smiling at you too, but it is really hard not to smile at
    that brand new baby, what can I tell you.
        The importance of the two pilot flight deck. So for
    decades, the two pilot flight deck has been the cornerstone of
    commercial aviation safety in the United States. The presence
    of both a pilot in command and a second in command ensures
    redundancy, effective workload management, and it is a critical
    layer of risk mitigation, I believe, in the event of in-flight
    emergencies, any system failures, or incapacitation. This model
    has contributed to one of the safest aviation systems in the
    world.
        Currently, the EU Aviation Safety Agency is considering a
    proposal that would allow a single pilot to remain on the
    flight deck during cruise while the second pilot rests, an
    initiative they are even taking up before a comprehensive
    safety study has been completed. And this approach stands in
    stark contrast to U.S. regulations, which mandate a minimum of
    two pilots for the scheduled air carrier operations.
        So, I have kind of a two part question. Do you believe it
    is safe to only allow one pilot to remain on the flight deck
    during any portion of commercial flight? And when you become
    the Administrator, how would you approach this international
    pressure or technological proposals that conflict with the long
    U.S. safety standards and I would say success here?
        But we don't have incidences. That means it is working,
    right? We don't want to find out it doesn't work by having
    something terrible happen.
        Mr. Bedford. Well, thank you for the question, Senator
    Rosen. I can tell you, we have some experience in the country
    with this issue. When we have, you look at the Roselon
    accident, situation where a pilot left the cockpit, flight
    attendant took the seat. The airplane suffered significant
    icing, went into a stall spin.
        I think it would be a pretty heavy lift, you know, to get
    us to a place where we would welcome that technology. At our
    LIFT Academy--I am sorry, our investment, we invest in a
    company called Cape Air. I think maybe Senator Markey would be
    very familiar with Cape Air. We put--we could operate that as a
    single pilot operation. We put two pilots in it.
        Senator Rosen. Yes, thank you. I want to move on to a
    little bit of Nevada specific issues because in response to
    unique airspace challenges at Harry Reid International Airport
    in Las Vegas, I authored Section 744 of last year's FAA
    reauthorization that is going to improve the agency's airspace
    obstruction analysis.
        The law now requires the FAA to undertake a robust analysis
    of potential airspace hazards near certain airports due to
    factors like, well, building hotel construction near runways.
    You have been to Las Vegas. So many people have. It is a top
    vacation destination in the world, and you know the proximity
    of our hotels to that airport runway.
        So, however, nearly a year after the reauthorization bill
    was signed into law, there was little progress in implementing
    the statutory requirement until I raised it at an oversight
    hearing last month. Since then, I am pleased that FAA has
    improved communication with airport officials.
        So if confirmed, will you commit to ensuring that FAA
    follows the law and implements what I believe is this critical
    factor? You don't want balconies so close maybe to our runways,
    just one example.
        Mr. Bedford. I will absolutely give you that commitment.
        Senator Rosen. Thank you. I am going to keep on the subject
    of Harry Reid Airport capacity. Like I said, we are, I like to
    say, the top vacation destination in the country. We are right
    up there at the top, but we are the world's leading
    entertainment, sports destination. We have lots going on.
        And we are quickly becoming the global destination as well.
    We got 40 significant sporting events over the last year. We
    have Super Bowls, and World Cups, and you name it--and concerts
    and these major events. They bring tourists, participants from
    all over the world.
        They travel on larger jet planes, as well as private jets
    to our airport. Harry Reid International welcomed over 58
    million visitors in 2024, the most in our history, and we want
    more visitors to come to the Silver State. But at this rate, we
    are expected to reach capacity within 5 years. We won't be able
    to handle any more flights. So, we have been working with the
    FAA for years to build a supplemental airport in Southern
    Nevada, which the local economy greatly needs.
        I know the FAA has made great progress on this issue. We
    have been communicating with the airport in that. But I would
    like your commitment to continue to work on this and maybe
    speed it up a little bit so we can support all the wonderful
    things that are happening in my state, and of course, in Las
    Vegas.
        Mr. Bedford. I think it is an exciting opportunity to build
    a brand new airport, so I would be happy to work with you.
        Senator Rosen. Thank you very much. I yield back my time to
    Senator Markey.
        The Chairman. Thank you. Senator Lummis.

                   STATEMENT OF HON. CYNTHIA LUMMIS,
                       U.S. SENATOR FROM WYOMING

        Senator Rosen. Oh, Senator Lummis. I see you are over
    there. Sorry.
        Senator Lummis. Thank you, Mr. Chairman. We haven't had a
    chance to meet yet, and I know the clock is running on some
    votes over in the Capitol building so I am going to be quick.
        You and I will meet on June 17. I am looking forward to it.
    I am going to give you a heads up on the two issues that I will
    be emphasizing when we meet. One is--and this is down in the
    weeds, but very important to my--I am from Wyoming. Section 702
    of the FAA reauthorization law addressed airport improvement
    program dollars and the eligibility for taxiways and taxi lanes
    at airports.
        Congress clarified eligibility last year in our FAA bill,
    making very specific language in the authorizations. Somebody
    at the FAA keeps tinkering with that language, and they are
    making it difficult for small airports--and I will name one
    specifically, Rock Springs, Wyoming--to get the airport paving
    funding it needs, that is eligible for pursuant to the
    statutory criteria.
        But somebody at FAA keeps tinkering with that language and
    it is making it difficult for my state and my airports to gain
    access to those funds. So, for reference to our June 17
    meeting, that is going to be high on my list of conversations I
    want to have with you and thank you.
        The other one is about weather equipment. So, you know, a
    lot of weather changes in Wyoming, and very major weather
    changes. So there used to be, at the National Weather Service,
    a training program for when the weather technology equipment
    goes down and someone has to be sent out to repair it, hours
    and sometimes days can go by where air traffic is shut down.
        And so, the FAA received the authority from the National
    Weather Service to train weather observers. It is not, you
    know, major meteorologist type training, but it is something
    that can allow you to understand the cloud cover, the
    visibility, but it is not happening. The FAA has never
    implemented this.
        And so, my plea is either implement the program, train some
    people, or give the program back to the National Weather
    Service because they were doing it when they had that
    authorization.
        So those are the two very specific Wyoming issues that I
    will be looking forward to discussing with you on June 17 when
    we meet. I have read your qualifications. They are tremendous.
    You obviously have experience working in Western states where
    weather related issues are significant and there are a lot of
    small airports.
        Mr. Bedford. Cody, Gillette, Sheridan, Jackson Hall, yes. I
    have been to all of them.
        Senator Lummis. You got it.
        Mr. Bedford. Challenging territory to get around.
        Senator Lummis. Indeed it is. And you are taking on a heavy
    load, high profile with all of the technology updates that are
    necessary. I am looking forward to working with you hand in
    hand. And thank you, Mr. Chairman.
        The Chairman. Thank you. Senator Markey.

                   STATEMENT OF HON. EDWARD MARKEY,
                    U.S. SENATOR FROM MASSACHUSETTS

        Senator Markey. Thank you, Mr. Chairman, very much. Mr.
    Bedford, thank you for being here. The American Airline crash
    in January was an unspeakable tragedy. 67 people died,
    including six members of the Boston Skating Club and other
    people from Boston as well.
        And that crash echoes a plane crash in 1961 where 10
    members of the Boston Skating Club were killed. So it was
    traumatic up in Boston, and that team of 61 was the core of the
    1964 Olympic skating team.
        And so, obviously the families of the victims are very,
    very concerned. They want to make sure that the necessary
    changes are made for safety. So, do you commit to ensuring that
    the strongest possible safeguards are put in place in order to
    ensure that this never happens again?
        Mr. Bedford. Thank you for the question, Senator Markey.
    And thank you for the hospitality in your office the other day.
    I had the opportunity to meet with a few of the family members
    from 5342. They were kind enough to present to us a really well
    thought out document for reform priorities for Safer Skies. So,
    I think they have got the right approach here. We need to
    partner with them to fix this problem.
        Senator Markey. So you think they have the right approach,
    and you are committing to putting all necessary changes in
    place?
        Mr. Bedford. I am.
        Senator Markey. Thank you. Our aviation system is safest
    and strongest when workers are fairly paid and have a seat at
    the table for important safety decisions. It is absolutely
    crucial that the FAA Administrator recognizes the importance of
    these aviation workers. Mr. Bedford, do you agree that the
    aviation workforce plays a critical role in the safety and
    effectiveness of our aviation system?
        Mr. Bedford. I do, Senator. I will tell you, we have seen
    some challenges there, too. Aircraft damage on the ramp. We
    have had loss of life, you know, through poor safety practices
    around the aircraft. We can do some improvement there.
        Senator Markey. Thank you. And obviously I am glad to hear
    that. At his confirmation hearing here, Secretary Duffy agreed
    with that assessment and committed to convene airport workers
    and industry representatives to assess the need for an airport
    service worker wage and benefit standard. Mr. Bedford, can you
    commit to following through on Secretary Duffy's promise in
    convening airport service workers?
        Mr. Bedford. I can.
        Senator Markey. OK, beautiful. And when might--you can make
    that convocation?
        Mr. Bedford. If you can give me some insight on
    confirmation, I can give you a better answer.
        Senator Markey. OK. I appreciate that contingency. Mr.
    Bedford, in 2022, Republic Airlines, where you were CEO, filed
    a petition with the FAA for an exemption to its 1,500-hour
    rule.
        The FAA denied that petition, but Republic may view your
    nomination as an opportunity to refile the petition and obtain
    the exemption. So if confirmed, will you recuse yourself from
    involvement in any petition from Republic for an exemption from
    the 1,500-hour rule for the entirety of your term as
    Administrator?
        Mr. Bedford. Well, thank you for the question, Senator
    Markey. As you are probably well aware, I went through a
    rigorous OGE evaluation process. OGE, with their career case
    officers, evaluated my finances, my conflicts, and they created
    a substantial ethics agreement, which I have agreed to sign and
    maintain over the course of my five-year tenure.
        Senator Markey. So you will not--you will recuse yourself
    from any participation in the--in any Republic Airlines request
    to exempt from the 1,500-hour rule?
        Mr. Bedford. Yes. My OGE ethics agreement does provide for
    recusals, which I will comply with.
        Senator Markey. So you will recuse. OK, I just want to make
    sure.
        Mr. Bedford. I will follow the ethics agreement that I have
    signed.
        Senator Markey. Does that mean you will recuse yourself
    from any?
        Mr. Bedford. I believe there are recusal periods in there.
    I don't believe they go through the entirety of my five-year
    tenure.
        Senator Markey. Right. And as you can imagine because
    Republic did make that you know request in 2022. If it comes
    back again, it would be an overlap with you. And so, therefore
    it would be cleaner if you just say that you wouldn't go back
    and participate in that process?
        Mr. Bedford. Well, as you may be aware from my ethics
    agreement, I will be completely separated from the industry in
    total. So, there will be no conflict of interest here. I can
    assure that.
        Senator Markey. Well, the problem is after your nomination
    was announced, Republic's Board of Directors has agreed to
    accelerate the vesting of your bonus payments, including for
    the years 2026 and 2027. So in other words, Republic agreed to
    pay your bonuses for work in 2026 and 2027.
        So, you will still be serving the American people at the
    FAA during that period of time. So I just think, Mr. Bedford,
    just to make it clean, you know, you would be better off in
    just saying that you will recuse yourself from any of those
    Republic related decisions?
        Mr. Bedford. I can assure you, Senator Markey, there will
    be no conflict of interest in my decisionmaking, if confirmed
    to the FAA Administrator.
        The Chairman. Thank you, Senator Markey. And we have got a
    vote that is closing on the floor momentarily. So Mr. Bedford,
    my final question is required of all nominees. If confirmed, do
    you pledge to work collaboratively with this committee to
    provide thorough and timely responses to this committee's
    requests and to appear before the Committee when requested?
        Mr. Bedford. I do, sir.
        The Chairman. I have letters of support from various
    organizations for Mr. Bedford's nomination that I ask unanimous
    consent to be inserted in the hearing record. Without
    objection, so ordered.
        [The information referred to follows:]

    [GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT]

        The Chairman. Senators will have until the close of
    business on Friday, June 13, to submit questions for the
    record.
        The nominee will have until the close of business on
    Monday, June 16, to respond to those questions. And that
    concludes today's hearing.
        [Whereupon, at 1:27 p.m., the hearing was adjourned.]

                                A P P E N D I X

        Response to Written Questions Submitted by Hon. Dan Sullivan to
                                 Bryan Bedford
    Biden Rules Crushing Guide Operations:
        A few of our lodge operators have been advised that the FAA will
    begin enforcing requirements brought about by changes to FAA legal
    interpretations and policy decisions adopted during the Biden
    Administration, but which has not been enforced until now.
        There has been law on the books since 2000 exempting Alaska Guide
    services from being treated as an air taxi (Part 135), as a flight is
    incidental to guide service.
        The FAA now opines that the statute is not intended to treat these
    flight operations as incidental to guide and lodge operations in
    certain circumstances, even though they have historically been exempt
    from compliance with Part 135.
        President Trump has made clear by the February 19, 2025, Executive
    Order ``Ensuring Lawful Governance and Implementing the President's
    `Department of Governmental Efficiency' Deregulation Initiative ``that
    the creeping regulatory burdens placed on the public and small
    businesses in particular is not in the public interest. The President
    explicitly imposed limitations on adoption of new regulations without
    reduction of existing regulatory burdens.
        President Trump's Executive Order includes the following language:

            `It is the policy of my Administration to focus the executive
            branch's limited enforcement resources on regulations squarely
            authorized by constitutional Federal statutes, and to commence
            the deconstruction of the overbearing and burdensome
            administrative state.'

        The same Executive Order includes this language regarding reduction
    of regulatory burdens, specifically targeting the following:

            ``regulations that impose significant costs upon private
            parties that are not outweighed by public benefits;''

       Will you commit to work with the Alaska Professional Hunters
            Association and the guide industry to review this new
            interpretation that is threatening the business operations of
            these fishing and hunting guide businesses, so that they can to
            continue to operate safely--as they have for decades?

       With the appropriate discretion by FAA over safety of
            operations, it would be consistent with President Trump's
            stated policy in the recent Executive Order to weigh the
            appropriateness of pausing enforcement of this Biden
            Administration decision pending further review and analysis.
        Answer. If confirmed, I will commit to engaging with the Alaska
    Professional Hunters Association and affected stakeholders to fully
    understand the operational impact of the FAA's current interpretation.
    I recognize the long-standing role that guide and lodge services have
    played in Alaska and the importance of regulatory clarity and
    consistency. I will work to ensure that FAA policy reflects both the
    intent of applicable statutes and the need to support small
    businesses--while upholding aviation safety. Any changes must be
    informed by sound legal grounding, stakeholder input, and the
    Administration's commitment to reducing unnecessary regulatory burdens.
    Aircraft Certification:
        The 2024 FAA Reauthorization bill including language aimed at
    improving the aircraft certification process through an independent
    study on the future state of certification, with the goal of keeping
    aviation the safest mode of transportation while also bringing needed
    efficiency to the certification process.

       If confirmed, how will you utilize those findings, and make
            other improvements, to ensure the FAA upholds a certification
            process that supports American aviation manufacturing
            competitiveness in getting new aircraft to market?
        Answer. If confirmed, I will ensure that the FAA fully considers
    the findings of the independent study to modernize and strengthen the
    aircraft certification process. My focus will be on enhancing safety
    while streamlining procedures to reduce unnecessary delays and promote
    innovation. By improving collaboration with industry, investing in
    workforce development, and embracing risk-based, data-driven oversight,
    we can maintain global leadership in aviation safety and support
    American competitiveness in bringing new, advanced aircraft to market
    efficiently and responsibly.
                                     ______

        Response to Written Questions Submitted by Hon. Eric Schmitt to
                                 Bryan Bedford
       Critical FAA activities, including the Airport Improvement
            Program (AIP), are funded by the Airport and Airway Trust Fund.
            The Trust Fund derives the majority of its revenue from taxes
            on airline passenger-paid tickets. This excise tax is one of
            the many ways passengers contribute to the funding of our
            airports and aviation system. Can you address the importance of
            the AIP, and will you commit to working with me to ensure the
            AIP supports investment at Missouri airports such as St. Louis
            Lambert International Airport, where the needs are significant?

         Additionally, will you commit to engaging with your
                counterparts at the Department of the Treasury and the IRS
                to ensure that the solvency of the Airport and Airway Trust
                Fund is protected through the equitable collection of
                excise taxes on mandatory fees (such as so-called
                ``passenger usage fees,'' ``carrier usage charges'') or any
                similar mandatory fee scheme that the IRS has already
                stated are subject to the excise tax?
        Answer. If confirmed, I will support the Airport Improvement
    Program (AIP) as a critical tool for maintaining and upgrading airport
    infrastructure nationwide. I recognize the importance of ensuring
    airports like St. Louis Lambert International receive the support they
    need to meet growing demands and modernize facilities. I will also
    commit to working with Congress to ensure the Airport and Airway Trust
    Fund remains solvent. This includes engaging with the Department of the
    Treasury and the Internal Revenue Service (IRS) to ensure consistent
    application of the aviation excise tax to mandatory airline fees, in
    line with guidance and statutory intent.

       A few years ago, the aviation industry encountered
            operational disruptions and unexpected costs that could have
            been avoided as a result of the deployment of 5G. As the FCC
            looks to advance additional spectrum sales, how would you
            ensure that the safety of the aviation industry is prioritized?
            Further, if equipment modifications are necessary, how would
            you ensure the industry is given sufficient time and resources
            to accomplish the modifications?

         Will you commit to making sure the agency remains
                proactively engaged across industries and with the FCC to
                prioritize safety?
        Answer. If confirmed, I will prioritize proactive and sustained
    coordination with the FCC and industry stakeholders to ensure that
    aviation safety is never compromised by spectrum deployment. The 5G
    rollout highlighted the need for early, cross-sector engagement and
    better risk assessment. Should equipment modifications be necessary, I
    will work to ensure the industry is provided adequate time, technical
    guidance, and resources to comply safely and efficiently. My commitment
    is to safeguard the flying public while supporting innovation through
    thoughtful, safety-first integration of new technologies.

       Families who've lost loved ones in aviation disasters carry
            a perspective that can't be replicated, and too often, they're
            only consulted after tragedy strikes. If confirmed, will you
            commit to maintaining regular engagement with victims' family
            organizations, not just in the aftermath of crashes, but as a
            consistent part of the FAA's safety decision-making process?
        Answer. Yes, if confirmed, I will commit to maintaining regular
    engagement with victims' family organizations. Their voices are vital
    to the FAA's continuous improvement and safety mission. I believe
    safety policy should be informed not just by data, but by the lived
    experiences of those who have endured loss. I will ensure the FAA
    maintains ongoing dialogue on safety, transparency, and accountability
    with these families.
                                     ______

         Response to Written Questions Submitted by Hon. Tim Sheehy to
                                 Bryan Bedford
        Question 1. The FAA is finally moving forward as required under a
    contract tower pilot program to convert Bozeman airport into a Federal
    tower. Will you work to ensure prompt completion of this transition,
    and include Missoula and Kalispell airports, which also suffer from
    insufficient contract tower staffing levels, in the pilot program?
        Answer. Yes, if confirmed, I will work to ensure the timely
    transition of Bozeman to a fully Federal tower as required under the
    contract tower pilot program. I also recognize the importance of
    addressing staffing shortages at Missoula and Kalispell and will review
    their inclusion in the program to support safe, efficient air traffic
    operations across Montana.

        Question 2. Helena Regional Airport is one of two towers nationwide
    with non-radar approach control despite meeting the FAA's standards for
    airport radar. Will you commit to working with Helena to design, fund,
    install, and maintain additional surveillance equipment in their ATC
    tower?
        Answer. If confirmed, I will work with Helena Regional Airport to
    assess the feasibility and funding pathways for installing appropriate
    radar or surveillance capabilities. Ensuring the safest and most
    efficient airspace management is a priority, particularly at airports
    meeting FAA criteria.

        Question 3. Will you work to update Part 23 and restore American
    aviation innovation and manufacturing capacity?
        Answer. If confirmed, I will support efforts to ensure that the
    FAA's regulatory framework, including Part 23, is clear, efficient, and
    aligned with safety and technological advancement. I will work with
    stakeholders to explore opportunities for continued improvement that
    support American aviation leadership and manufacturing strength.

        Question 4. Do you support maintaining a minimum of two pilots on
    the flight deck and will you oppose any move to reduced crew efforts at
    the International Civil Aviation Organization (ICAO)?
        Answer. I understand the importance of maintaining confidence in
    flight deck operations and recognize that decisions regarding crew size
    must be rooted in rigorous safety analysis. If confirmed, I will ensure
    that the FAA continues to engage constructively at ICAO and other
    forums, with safety as the guiding principle for all discussions
    related to flight crew configurations.

        Question 5. Do you support more simulation and scenario-based
    training for pilots?
        Answer. If confirmed, I will support efforts to enhance structured
    pilot training, including increased use of simulator and scenario-based
    methods. These tools offer valuable opportunities to reinforce critical
    decision-making and preparedness in a controlled, high-fidelity
    environment that complements traditional training.

        Question 6. Will you review pending applications for sustainable
    aviation fuels and technologies awards to ensure a timely and fair
    response process?
        Answer. If confirmed, I will review the FAA's processes for
    evaluating applications related to sustainable aviation fuels and
    emerging technologies to ensure they are handled in a timely,
    transparent, and fair manner. Supporting innovation in this area is
    essential.
                                     ______

    Response to Written Questions Submitted by Hon. Shelley Moore Capito to

                                 Bryan Bedford
    Question 1--NOTAM Improvement Act Update
        Mr. Bedford, thank you for being here today and thank you for the
    conversation we had last week. I appreciate your deep aviation
    experience and your willingness to serve.
        Senator Klobuchar, Moran, and I worked to get the NOTAM Improvement
    Act signed into law, and I understand that the system should be fully
    upgraded by September, but this an important safety system that has
    failed 2 times this year. I along with Senator Klobuchar and others are
    still waiting for a response to a letter we sent to the FAA on April 3.
    But while a new system this year may be a big improvement it may not be
    perfect and could see challenges when it first is coming online.

       What do you plan to do on day 1 to bolster the NO-TAM System
            to ensure there are not future outages and that the new system
            is a success?
        Answer. If confirmed, on day one, I will work to ensure the
    transition to the new NOTAM system is executed safely and reliably. I
    understand the critical nature of this system and the disruptions its
    failures can cause. I will prioritize testing, contingency planning,
    and strong internal oversight to mitigate risk during the rollout. I
    will also ensure timely follow-up on outstanding Congressional
    correspondence, including your April 3 letter, and maintain open
    communication on progress and performance.
    Question 2--ATC Upgrade Transparency
        There is strong bipartisan support for upgrading our air traffic
    control system. This is not a new idea as NextGen was first announced
    nearly 20 years ago and we have not seen the promised benefits.
        I commend Secretary Duffy for making this a top priority. One
    priority I would like to see is transparency when the FAA is spending
    tons of money for a system upgrade. I have been told this money is hard
    to track because the way the FAA buys new systems is complex,

       But do you agree that taxpayers deserve to see how their
            money is being spent on A-T-C upgrades in a clear way?
        Answer. Yes, I agree that taxpayers deserve clear, transparent
    accounting for how public funds are spent on ATC modernization. While I
    understand the FAA's procurement processes can be complex, that cannot
    be a barrier to accountability. If confirmed, I will work with agency
    leadership to ensure that spending on modernization efforts is better
    communicated to the public and Congress, and I will support efforts to
    improve how progress and costs are tracked and reported.
    Question 3--WV Airports
        In West Virginia there are 7 commercial service airports but many
    have aging equipment and some that does not work anymore--like the
    FAA's lighting tower system at Morgantown Airport that is rusted out
    and means that more flights will have to be diverted in less than ideal
    visibility conditions.
        There are other examples at my hometown airport in Charleston which
    has the oldest glide-scope still in use from 1987, its approach
    lighting system was built in 1958, and its Tower cab is from 1950. It's
    TRACON (``tray-con'') is also from the 50s and would be a great
    location for expansion.

       Will you prioritize improving rural airports that have
            extensive deferred maintenance and broken equipment?
        Answer. I recognize the vital role rural airports play in
    connecting communities and supporting local economies. Deferred
    maintenance and outdated infrastructure, like the examples you
    mentioned in Morgantown and Charleston, present real challenges to
    safety and service. If confirmed, I will work to ensure the FAA's
    infrastructure investment strategy includes a strong focus on rural and
    regional airports with aging equipment, and I will engage with your
    office to better understand the needs in West Virginia.
    Question 4--Pilot Mental Health
        One topic I would like to touch on is pilot mental health. It is a
    very stressful job and while many other fields have benefited from
    resources in this space a culture of silence still exists for pilots.
    Many pilots are afraid to admit or be treated for something in the
    fears that it will penalize their careers.

       Do you agree that we should work to have an improved mental
            health system for our pilots?
        Answer. I agree that improving the approach to pilot mental health
    is essential. While safety must remain paramount, I believe we can
    reduce the stigma around seeking help and modernize how we support
    pilots' mental wellness. If confirmed, I will work with experts,
    industry, and pilot groups to identify responsible, evidence-based
    improvements that support safety and promote a healthier, more
    transparent culture within the profession.
    Question 5--WV Flight Schools
        In West Virginia we have 2 excellent part 141 pilot schools at
    Marshall University and at Fairmont State University. These schools are
    extremely popular, but I have heard of difficulties in getting
    designated pilot examiners or DPEs to certify new pilots. There have
    been some changes in the past so that DPEs are not limited to specific
    states, but that has not served smaller rural states like mine as well
    as originally thought. We want more qualified pilots to take to the
    skies and not have to wait and wait to be certified

       Can you commit to working with me to improve the DPE program
            and the self-certification option for Part 141 schools?
        Answer. If confirmed, I will work with you and FAA leadership to
    address ongoing challenges in the DPE system, including availability in
    rural states. I'll also review the self-certification process for Part
    141 schools to identify whether further flexibility or oversight
    adjustments could improve pilot certification timelines without
    compromising safety or standards.
                                     ______

       Response to Written Questions Submitted by Hon. Maria Cantwell to
                                 Bryan Bedford
        1500-hour Rule. Mr. Bedford, you have criticized the 1,500-hour
    rule, claiming it, quote, ``does nothing to further the goal of
    increased flight safety.'' However, since this rule took effect,
    commercial aviation fatalities have dropped by over 99 percent compared
    to the two decades prior.
        As the FAA Administrator, you would have the authority to award
    flight credit hours that could allow pilots to get their Airline
    Transport Pilot (ATP) certificate with less than 1,500 hours of flight
    time. Your company, Republic Airways (Republic), petitioned the FAA in
    2022 for an exemption from the 1,500-hour rule. FAA denied your
    petition.

        Question 1. Mr. Bedford, if confirmed, will you commit not to
    authorize additional pathways for commercial pilots that would result
    in a reduction of the 1,500-hour total flight time requirement?
        Answer. If confirmed, my highest priority will be maintaining and
    enhancing the safety of the U.S. aviation system. I recognize the
    importance of the Aviation Safety Act of 2010 and the significant
    reduction in commercial aviation fatalities since its implementation.
    Any decisions involving pilot certification standards, including flight
    hour requirements, will be based on data, improved safety outcomes, and
    a transparent rulemaking process. I will not authorize any changes that
    would compromise safety, and I will ensure that any evaluation of
    alternative pathways adheres strictly to statutory authority and
    established FAA procedures.

        Question 2. When we met in my office, you said that concerns about
    your intentions for the 1500-hour rule were a ``distraction.'' You
    could help ease these concerns by committing to recuse yourself for
    your full 5-year term from working on any petition filed by Republic
    seeking an exemption from the 1,500-hour rule. Will you make this
    commitment? If not, please explain why not.
        Answer. If confirmed, I will fully comply with all applicable
    ethics rules and guidance, including any required recusals related to
    my previous role at Republic Airways. I understand the importance of
    avoiding any perception of conflicts of interest and will act
    accordingly. I will ensure that any decisions regarding Republic--or
    any other former affiliation--are handled in accordance with all
    Federal ethics obligations to maintain public trust and uphold the
    FAA's integrity.

        Spectrum Auction Impacts on Aviation Safety. Last week, the
    Commerce Committee released reconciliation text, which was drafted
    without Democratic Members of this Committee, leaving them out of the
    discussion. It proposes to sell off at least 100 megahertz in the upper
    C-Band for high-power use within 2 years. I understand the FCC and
    telecom industry would like the full 220 megahertz in that band to be
    auctioned within 2 years.
        As you know, this band is directly adjacent to the band that
    aircraft radio altimeters use, and studies show this will lead to
    interference. Joint studies by National Telecommunications and
    Information Administration, the aviation industry, and the Department
    of Defense have concluded that new radio altimeters will need to be
    installed on all aircraft to safely operate with this interference.
        The standards for those altimeters are not slated to be finalized
    until 2027--the same year this band is set to be auctioned. And after
    that, the FAA must certify the new altimeters, original equipment
    manufacturers (OEMs) must ensure their altimeters are manufactured to
    meet these certification specifications, and the industry must install
    them on the commercial fleet.

        Question 1. Given our strained air traffic control system, do you
    believe auctioning the upper C-Band in 2 years would pose a further
    risk to aviation safety?
        Answer. Without access to the full scope of FAA's internal
    assessments and data, I'm not in a position to offer an informed
    judgment on the timing of any specific spectrum auction. That said, I
    understand the concerns raised by the proximity of this band to
    frequencies used by critical aviation systems. If confirmed, I would
    prioritize reviewing the technical analysis and engaging proactively
    with relevant agencies to ensure our public aviation safety concerns
    are fully addressed in any relevant decision.

        Question 2. Do you think this could cause a repeat of the chaos we
    faced in 2021?
        Answer. I am aware that the events of 2021 highlighted significant
    gaps in coordination and planning. However, without full access to the
    technical evaluations currently underway, I would not want to speculate
    on future outcomes. If confirmed, I would work to ensure the FAA
    remains actively engaged in cross-agency planning and mitigation
    efforts to prevent any recurrence of operational disruptions
    experienced in 2021.

        Question 3. When we met in my office before your hearing, you
    indicated this proposal would endanger aviation safety and pose serious
    risk to the flying public. You seemed to walk back this position at the
    hearing. What changed?
        Answer. My intention in both settings has been to emphasize that
    aviation safety must be fully evaluated before any final decisions are
    made. If confirmed, I would carefully review the agency's analysis and
    ensure that safety concerns continue to be voiced clearly, objectively,
    and proactively in any interagency process.

        Question 4. If confirmed, can we trust that the positions you take
    on aviation safety matters in private will be the same as those you
    take in public?
        Answer. Transparency and consistency are essential to public trust
    in the FAA's work. If confirmed, I would be committed to ensuring that
    the positions I take--whether in public or private--are guided by the
    same principles: safety, data, and the public interest.

        Question 5. What technical steps would be necessary to replace
    existing aircraft altimeters with upgraded altimeters or filters that
    could tolerate high-power use in an adjacent band?
        Answer. Replacing altimeters involves developing performance
    standards, FAA certification, OEM manufacturing, and fleet-wide
    installation. The technical steps will depend on a number of variables,
    and I would rely heavily on FAA's subject matter experts and industry
    collaboration to navigate this complex process if confirmed.

        Question 6. How much do you think it would cost to replace existing
    aircraft altimeters with upgraded altimeters that could tolerate high-
    power use in an adjacent band?
        Answer. Cost estimates vary and depend on factors such as aircraft
    type and installation logistics. Without FAA's and the industry's
    detailed analysis, I cannot provide precise figures but I would support
    transparent, data-driven cost assessments moving forward.

        Question 7. How long do you think it would take to replace existing
    aircraft altimeters with upgraded altimeters that could tolerate high-
    power use in an adjacent band?
        Answer. Timelines will depend on many factors, including when
    standards are finalized, the availability of certified equipment, and
    operator readiness. Without access to current FAA implementation
    planning, I cannot give a precise estimate. If confirmed, I would make
    it a priority to understand the scope of the challenge and support a
    well-coordinated, safety-first transition.

        ADS-B In and ADS-B Out and the Safe Operation of Shared Airspace
    Act. The DCA mid-air collision exposed multiple safety oversight
    failures, such as the Army's routine use of the ADS-B Out exemption,
    failed oversight of flight routes near DCA, and a lack of coordination
    between the FAA and Department of Defense. The DCA Families and the
    Lilley Family deserve our dedicated attention.
        I introduced the Safe Operation of Shared Airspace Act earlier this
    month with Senators Duckworth, Klobuchar, Warnock, Kaine, Warner, and
    Markey to address specific safety gaps identified by the DCA mid-air
    collision.
        One critical gap is the abuse of the ADS-B Out exemption. While
    FAA's rule says ADS-B Out deactivation should not be routine, the Army
    adopted a policy of routinely deactivating ADS-B Out for all missions
    in the National Capital Region--despite operating in the same airspace
    as commercial aircraft.

        Question 1. Do you agree that the Army and other Federal agencies
    should not be allowed to operate flights on a routine basis in the
    National Capital Region unless ADS-B Out is actively transmitting?
        Answer. Ensuring consistent ADS-B Out operation in congested
    airspace is critical for safety. Further, I support evaluating and
    enforcing policies that promote effective use of ADS-B Out by all
    operators, including previously exempted Federal agencies.

        Question 2. Do you support our bill's efforts to ensure stronger
    FAA oversight of the ADS-B Out rule and close this ADS-B Out loophole?
        Answer. Strengthening FAA oversight to address gaps in ADS-B Out
    compliance aligns with maintaining safe, shared airspace. I look
    forward to reviewing the bill's provisions and working collaboratively
    to enhance safety.

        Question 3. In 2008, the NTSB recommended that FAA mandate ADS-B
    In, not just ADS-B Out, in controlled airspace. A 2019 NTSB
    investigation highlighted how ADS-B In traffic alerting systems would
    have helped prevent a midair collision in Alaska. Our bill would act on
    NTSB's recommendation to require ADS-B In. Do you believe installing
    ADS-B In would improve situational awareness for commercial pilots in
    complex airspace near busy airspace?
        Answer. ADS-B In has the potential to improve pilot situational
    awareness in complex environments, especially on the ground to avoid
    runway conflicts. I recognize the NTSB's recommendations and would
    support careful evaluation of benefits and implementation challenges.

        Question 4. If confirmed, do you commit to working with me and this
    Committee to advance opportunities to increase the installation of ADS-
    B In on commercial aircraft for the purposes of improving situational
    awareness for pilots and safe separation between aircraft?
        Answer. If confirmed, I would welcome working with you and the
    Committee to explore opportunities to enhance situational awareness
    through ADS-B In, consistent with FAA safety and operational
    priorities.

        Reforming FAA's Safety Management Systems. FAA's Air Traffic
    Organization (ATO) has its own Safety Management System (SMS), which is
    supposed to provide a structured approach to identifying, analyzing,
    and mitigating safety risks in the National Airspace System. On March
    28, 2025, there was a serious close call at DCA between a Delta flight
    and an Air Force T-38 jet.
        On May 1, 2025, we saw yet another incident involving an Army Black
    Hawk helicopter--this time disrupting two commercial flights coming on
    approach to DCA. FAA's Aviation Safety Office also has its own SMS. It
    was troubling to learn from NTSB's investigative report on the DCA
    collision that so much available safety data on close calls pointed to
    the possibility of future incidents.
        This situation is serious: we need to know the root cause of why
    warning signs were missed at DCA and if any safety management decisions
    at the ATO and Aviation Safety Office are affecting FAA's ability to
    prevent future incidents.

        Question 1. Do you think FAA ATO's SMS is working? Why or why not?
        Answer. FAA's Safety Management System plays a vital role in
    identifying and mitigating risks. Recent incidents suggest there is
    reason to believe that further review and improvement to the ATO SMS
    are warranted.

        Question 2. Do you think FAA's Aviation Safety Office's SMS is
    working? Why or why not?
        Answer. Similar to the ATO, the Aviation Safety Office's SMS is a
    critical layer of safety oversight in our consolidated Agency SMS
    design. However, given recent events, it's important to assess whether
    existing processes are fully effective.

        Question 3. Do you believe lines of business within the FAA are
    coordinating effectively enough with each other to address safety
    issues managed across different offices at the agency? Why or why not?
        Answer. Cross department coordination, within the FAA, is essential
    for proactive and effective safety oversight. Based on the limited
    access I was given to senior FAA leaders prior to accepting President
    Trumps nomination, I believe lines of communication and collaborative
    efforts must improve to ensure optimal information sharing and
    proactive response.

        Question 4. As discussed, I introduced the Safe Operations in
    Shared Airspace Act, which would establish an expert review panel to
    ensure an effective and integrated SMS across all FAA offices. If
    confirmed, will you commit to support the establishment of this expert
    panel?
        Answer. I am open to exploring ways to enhance safety management,
    including considering expert input to promote integration across FAA
    offices.

        Arrival Rates at DCA. DCA typically has a maximum arrival rate of
    32 commercial flights per hour. In response to the DCA mid-air
    collision, FAA reduced the hourly arrival rate to be as low as 26.
    However, both NTSB and FAA have identified that DCA's arrivals are
    dangerously concentrated in the last 30 minutes of each hour rather
    than spread evenly throughout the hour.
        Given the over 15,000 close proximity events in the three years
    before the crash, I'm concerned that current arrival management is
    adding unnecessary risk to the air traffic control system and strain on
    controllers.

        Question 1. Do you believe that stacking flights at the last half
    of an hour for flight arrivals at DCA--instead of spreading out
    arrivals throughout the whole hour--is detrimental to safety?
        Answer. The concentration of arrivals in a short time-frame can
    present challenges that merit careful evaluation for safety impacts.

        Question 2. Do you think this practice of stacking flights is
    adding strain or workload to controllers' ability to manage air traffic
    at DCA?
        Answer. Managing high volumes in compressed periods likely
    increases workload, which should be assessed to support controller
    effectiveness.

        Question 3. If confirmed, will you commit to requiring a
    comprehensive safety review of arrival and departure rates at DCA?
        Answer. I understand the concerns raised, and I believe this issue
    may merit further review. However, I would need access to the full set
    of operational and safety data before determining whether a formal
    safety review is necessary. Understanding the accident that took place
    on January 29, 2025, I am sure a number of reviews are underway by both
    the FAA and the NTSB. Therefore, I would like to assess these reviews
    and their findings to determine what other reviews may be necessary.

        Ensuring FAA as a Stronger Safety Regulator. The 737 MAX crashes
    exposed serious oversight deficiencies at the FAA. And the recent DCA
    mid-air collision--which exposed multiple safety loopholes--highlights
    the need for stronger, more proactive FAA oversight.

        Question 1. Mr. Bedford, based on your knowledge of the 737 MAX
    tragedies, what key lessons will shape your approach to leading the
    FAA, and what type of regulator do you intend to be if confirmed?
        Answer. The 737 MAX tragedies underscore the need for independent,
    data-driven oversight and clear accountability. If confirmed, I would
    approach the role with a strong commitment to safety, transparency, and
    public trust, ensuring the FAA acts decisively on credible safety
    concerns.

        Question 2. What specific steps will you take to show that you are
    prioritizing aviation safety above the interests of the airlines and
    other organizations you have been affiliated with?
        Answer. If confirmed, my comprehensive ethics agreement ensures my
    complete separation from the aviation industry, which includes on-going
    recusals. I will work tirelessly to enhance regulatory compliance and
    enforcement for rule breakers. My North Star will be improving public
    safety and oversight for operators and manufacturers.

        FAA Oversight of Aviation Manufacturers. Last year, the DOT
    Inspector General raised serious red flags about FAA's oversight of
    Boeing. In August 2023--the same month the defective Alaska Airlines
    flight 1282 fuselage with faulty rivets was being shipped to Seattle--
    FAA officials were attempting to delegate to Boeing final safety
    inspections of aircraft coming off the production line, despite ongoing
    manufacturing quality issues.
        I sent a letter to FAA on this issue in April 2025 to make sure FAA
    is doing its job to closely analyze and verify Boeing's actions related
    to delegation. We all want to see engineering and manufacturing
    excellence restored at Boeing. But this requires stronger oversight
    from FAA to hold manufacturers to the highest safety standards--and
    listening to the engineers and whistleblowers who raise safety issues.

        Question 1. What do you think are the root causes of FAA's
    deficient oversight of aviation manufacturers, like those cited in last
    year's DOT OIG report? How will you fix them?
        Answer. I believe the findings point to gaps in workforce capacity,
    consistency in oversight, and transparency in delegation processes. If
    confirmed, I would evaluate the FAA's current response to the OIG's
    recommendations and work with internal teams to ensure strong oversight
    mechanisms are in place. Enforcement actions may also be proper to
    effect necessary improvements.

        Question 2. In February 2024, former FAA Administrator Whitaker
    required Boeing to submit a plan to overhaul the company's approach to
    production quality. He required in-person quarterly visits with Boeing
    to personally oversee compliance with FAA requirements. If confirmed,
    will you commit to requiring similar in-person quarterly meetings in
    order to take a hands-on oversight approach?
        Answer. I support active engagement with manufacturers on safety
    and quality issues. If confirmed, I would evaluate the most effective
    oversight structure, including the role of in-person meetings, based on
    safety priorities and staff recommendations.

        Question 3. The FAA accepted all of DOT OIG's recommendations and
    committed to a schedule for implementing them. What will you do to
    ensure these recommendations are fully implemented and that FAA
    sustains these process improvements?
        Answer. I would prioritize the creation of an implementation
    tracking document and oversight process to ensure appropriate internal
    accountability, and support building capacity to institutionalize
    improvements over time.

        Spokane Aerospace Tech Hub. Mr. Bedford, advanced aerospace
    technologies are critical to American competitiveness. The Spokane
    Aerospace Tech Hub represents a unique national asset--the only U.S.
    testbed capable of developing next-generation thermoplastic composite
    aircraft parts like wings, beams, and fuselage components. This
    technology will create thousands of high-skilled American jobs and
    ensure we stay ahead of competitors in Europe and Asia who are rapidly
    advancing these same capabilities.

        Question 1. As FAA Administrator, do you support groundbreaking
    initiatives like the Spokane Tech Hub that strengthen American
    aerospace leadership and innovation?
        Answer. I wholeheartedly support advancing U.S. aerospace
    leadership and innovation. If confirmed, I look forward to learning
    more about the Spokane Tech Hub and similar efforts happening across
    the country, to strengthen our domestic aerospace capabilities while
    supporting the highest safety standards.

        Single Pilot Commercial Planes. The FAA's European civil aviation
    authority counterpart--the European Union Aviation Safety Agency
    (EASA)--is acting on a proposal to advance the reduction of the number
    of pilots required on commercial aircraft during certain periods of
    flight.
        EASA is pursuing a certification pathway for extended single-pilot
    operations prior to the completion of a safety study.
        Pilots undergo frequent health exams, and for good reason. But on
    numerous occasions, commercial pilots have become incapacitated or
    needed back up to attend to mental health needs during flights.
    Accidents like the Germanwings flight 9525 tragedy--involving a
    suicidal pilot, who barred their co-pilot from reentering the flight
    deck after the co-pilot left--also underscore the need for always
    ensuring redundancy on the flight deck.

        Question 1. In remarks at Liberty University in 2019, you appeared
    to signal an openness to single pilot commercial airline operations,
    while also stating ``there is no courage of leadership on the Hill
    right now'' to pursue this change. What benefits do you see from single
    pilot commercial operations and why do you think this is a direction
    that the aviation industry should be going in?
        Answer. Safety is the foremost priority in any operational model.
    While industry innovation is ongoing, I believe such changes must be
    thoroughly evaluated, supported by robust safety data and public
    acceptance. I have not made any policy conclusions on this issue.

        Question 2. Do you have any concerns about the potential impact to
    passengers' safety from single pilot commercial operations?
        Answer. Any change to flight deck staffing must be carefully
    scrutinized. Ensuring redundancy and pilot readiness are fundamental to
    safe operations, and I would approach any proposal in this area with
    caution.

        Question 3. Do you believe it's safer to have pilots rely more on
    software to make flight decisions on commercial aircraft than well-
    trained humans?
        Answer. Automation can enhance safety, but it is not a substitute
    for human judgment. A balanced, well-integrated approach is key. We
    must ensure our active commercial pilots are maintaining their hand-
    flying skills and are not over relying on flight deck automation.

        Question 4. If confirmed, will you commit to oppose any effort to
    move toward single-pilot operations for U.S. commercial passenger
    flights?
        Answer. First, I would say I am not aware of anything even remotely
    close to this sort of technology coming to market over the next 5-10
    years. That said, the FAA would need to evaluate the data, operational
    risks, cyber risks, public perception, and stakeholder input before
    taking a formal position. My priority will always be ensuring that any
    decision aligns with FAA's safety mission.

        Air Traffic Control System Upgrades. The Committee's questionnaire
    asked why you wished to serve as Administrator. In your response, you
    identified several factors contributing to FAA's failure in to
    modernize the air traffic control (ATC) system. You then claimed, ``the
    root cause of FAA's inability to complete its mission to modernize air
    traffic systems and effectively manage safety is the lack of strategic
    vision and competent leadership.''

        Question 1. What makes you confident your leadership will succeed
    where previous FAA Administrators have failed?
        Answer. I would not say that prior Administrators failed, but
    priorities changed. We have a unique alignment to finally achieve the
    modernization goals of the past two decades. In that effort, I bring to
    the table a proven record of operational, executive, and industry
    leadership experience unlike that of any Administrator in the last
    quarter century. If confirmed, I would focus on establishing clear,
    measurable goals and objectives for the Agency and its management team.
    I would develop a clear strategy of execution, accountability, and
    empowering the FAA's workforce to meet modernization goals. Finally, I
    would transparently communicate and collaborate with Congressional
    oversight to ensure necessary oversight is accomplished in a bipartisan
    manner for the benefit of the Agency and the traveling public.

        Question 2. Which former FAA Administrators did you consult in
    arriving at these conclusions about FAA's challenges?
        Answer. My views are based on years of direct experience
    interacting with the FAA as a regulated entity and industry
    stakeholder. If confirmed, I intend to engage with former
    Administrators to benefit from their insights.

        Question 3. You mentioned the following contributing factors to the
    ATC system's persistent problems: 1) lack of budget predictability, 2)
    lack of staff resources, 3) onerous agreements, 4) chronic age of the
    facilities, and 5) obsolete current telecommunications technology. What
    is your specific plan to address problems posed by FAA's aging air
    traffic facilities?
        Answer. Secretary Duffy is leading an effort to build a brand new,
    state of the art air traffic control system, to address the aging
    infrastructure and workforce shortages. If confirmed, I would need to
    fully review those plans, the current status of planning, and any
    resource or implementation gaps before determining what additional
    steps may be necessary. Addressing these infrastructure and workforce
    issues effectively will be critical to supporting safety, reliability,
    and system capacity.

        Question 4. Do you support consolidation over replacing outdated
    towers?
        Answer. I would need to review the specific cost-benefit and
    operational analyses for each case. Decisions should be guided by
    safety, service levels, and resource optimization.

        FAA Aircraft Certification Staffing. The FAA's budget request for
    Fiscal Year 2026 includes funding to hire 32 new Aviation Safety
    Inspectors and Aviation Safety Engineers for FAA's Aircraft
    Certification Service.
        I understand that senior Aircraft Certification personnel at FAA
    are concerned that it's difficult to hire new experienced personnel
    because of the historic pay difference with industry and, more
    recently, because of the generally negative attitude towards Federal
    employees from this Administration and resulting impediments to hiring.
    With the retirement of many senior managers and technical experts,
    finding qualified replacements is more important than ever.

        Question 1. What will you do to ensure that FAA recruits and hires
    qualified people with the necessary expertise to fulfill FAA's aircraft
    certification responsibilities?
        Answer. I recognize the staffing challenges and would support FAA
    efforts to improve recruitment pipelines, compensation structures, and
    career development to attract and retain the best, brightest, and most
    qualified individuals for the job.

        Question 2. If the current Administration proposes larger cuts in
    FAA's workforce, would you voice opposition to those ideas if you knew
    the FAA would be harmed by them?
        Answer. My role would be to provide fact-based assessments of
    operational impacts. If confirmed, I would advocate for the resources
    needed to meet FAA's safety and certification responsibilities.

        Implementing the FAA Law_Whistleblower Protections. FAA
    Administrators have repeatedly testified before this Committee that
    retaliation against whistleblowers who report safety concerns will not
    be tolerated. But FAA has had legal authority to impose civil penalties
    against companies that retaliate against individuals who report safety
    concerns since 2000 but has rarely used it.
        That's why we took action in our 2024 FAA law and gave FAA
    additional authority to impose civil penalties through its
    administrative enforcement program. Despite this effort, the FAA
    recently took the position that it still had no such authority.

        Question 1. Yes or no, if confirmed, do you commit to using FAA's
    enforcement authority against companies that retaliate against
    individuals who report safety concerns?
        Answer. I take whistleblower protections seriously and support
    using all available authority to ensure individuals can report concerns
    without fear of retaliation. I would consult with FAA's legal and
    enforcement teams to ensure proper application of the law.

        Contract Tower and Contract Weather Observer Programs. The FAA has
    two successful government-industry partnerships in the Contract Tower
    and Contract Weather Observer programs. The contract tower program
    provides vital air traffic safety services with 265 smaller airports
    participating in the program, including seven in Washington. These
    towers support Department of Defense flight training operations and
    military readiness, general aviation and rural air service operations,
    and flight schools all across the country. Contract towers account for
    approximately 30 percent of all tower operations in the nation, and
    about 70 percent of contract controllers are veterans. The program also
    continues to get high marks from the DOT Inspector General. Similarly,
    the contract weather observer program supports weather observers at 135
    airports nationwide, providing essential manual observations that
    supplement the automated weather observation systems.

        Question 1. What assurances can you give me and my colleagues that
    contract towers will be a high priority for you?
        Answer. I value the role contract towers play in the national
    airspace system, especially for smaller and rural airports, as well as
    pilot development and training. If confirmed, I would work to ensure
    they receive proper support and attention.

        Question 2. Staffing shortages continue to be a challenge
    throughout the industry, including contract towers. What measures can
    FAA and the industry undertake collaboratively to address staffing
    challenges at these towers?
        Answer. Addressing staffing shortages will require collaboration
    with training institutions, industry partners, and veterans'
    organizations. If confirmed, I would work to strengthen recruitment
    pipelines and improve retention strategies.

        Question 3. Given the numerous runway incursion close calls we have
    seen in the past few years, including those due to weather conditions,
    can you elaborate on why it is necessary that the FAA continue to
    maintain the Contract Weather Observer program to ensure that there is
    a human visual backup for aircraft safety considering that the
    Automated Surface/Weather Observing Systems (ASOS/AWOS) have
    technological limitations?
        Answer. While automated systems have improved, human observers
    provide critical judgment in dynamic conditions. If confirmed, I would
    evaluate the program's current performance and safety contributions as
    part of broader operational planning.

        Commercial Space Transportation Regulations. Mr. Bedford, Under the
    Commercial Space Launch Act of 1984 (51 U.S.C. Sec. 50901), the
    Secretary of Transportation must oversee the conduct of commercial
    launch and reentry operations and issue licenses authorizing those
    operations, as well as facilitate, and promote the U.S. commercial
    space transportation sector. In 1995, the Secretary delegated this
    responsibility to the FAA's Office of Commercial Space Transportation
    (AST).
        In the last several years, the launch industry has been growing
    increasingly frustrated with perceived delays in processing licenses
    and approving launches and reentries. These problems will only get
    worse as the commercial space industry grows.
        Last year, the office licensed 156 launches, which is a 33 percent
    increase from 2023, and a 97 percent increase from 2022. 85 percent of
    last year's licensed launches were conducted by SpaceX, including 4
    Starship launches, which means that SpaceX receives more time and
    attention from the FAA than any other launch company.

        Question 1. Will you commit to ensuring that the Office of
    Commercial Space Transportation remains sufficiently staffed to be
    responsive to the needs of the entire commercial space launch industry
    while also protecting public safety?
        Answer. I recognize the importance of the commercial space sector
    and the FAA's dual role in enabling innovation and ensuring safety. If
    confirmed, I would assess whether current resources are sufficient to
    meet growing demands and work to ensure proper staffing such that
    Agency can timely respond to increasing demands.

        Question 2. Smaller innovators and new start commercial space
    companies often struggle to compete against well established players.
    What role do you see the FAA playing in ensuring the government fosters
    a diversified ecosystem of space providers to increase resiliency and
    reduce dependency on any single company?
        Answer. FAA should maintain a level playing field by applying its
    safety and licensing criteria consistently. It is in the national
    interest to support a broad and competitive commercial space industry.

        Elon Musk. Mr. Bedford, although it seems Elon Musk will be
    spending less time in Washington at least in the near term, DOGE's
    harmful impacts are still being felt throughout the Federal government.
    We need an FAA Administrator who will do what's right for aviation
    safety--not what Elon Musk's embedded team of DOGE staffers might tell
    them to do.

        Question 1. I understand Mr. Musk contacted you directly when you
    were under consideration for the FAA Administrator position. Please
    describe this conversation and specify when it occurred.
        Answer. On February 25, 2025, I had a brief conversation with Mr.
    Musk. The conversation involved us getting to know one another on a
    personal level. He asked me what I thought were some of the FAA's most
    significant challenges. I told him obsolete equipment, aged
    infrastructure, and workforce shortages would be at the top of my list
    of concerns. He agreed; and that was it. I have not had any further
    contact with him since that one phone call.

        Question 2. Did Mr. Musk raise DOGE's plans for FAA? If so, please
    describe what was discussed.
        Answer. No, he did not.

        Question 3. Did Mr. Musk raise the state of FAA's workforce? If so,
    please describe what was discussed.
        Answer. No, he did not.

        Question 4. Did Mr. Musk raise any issue related to FAA's Office of
    Commercial Space Transportation? If so, please describe what was
    discussed.
        Answer. No, he did not.

        Question 5. Did Mr. Musk raise any other FAA office, program, or
    policy? If so, please specify and describe what was discussed.
        Answer. Yes, he mentioned that he believed a big problem for the
    Agency was the lack of software tools and internal development
    capabilities, which I agreed could be an area of opportunity for rapid
    improvement. This would be most immediately applicable to SMS data
    assessment.

        Question 6. Did you disagree with any views Mr. Musk expressed
    about FAA? If so, please specify which views and why.
        Answer. Yes, he believed the Agency should have a technologist as
    the next Administrator. I countered that the Agency could hire or
    contract for competent technology help. The next Administrator, I
    believed, needed to be a proven, experienced executive with strong
    strategic and leadership skills and ideally would have a deep
    understanding of SMS.

        Question 7. Did you think it was appropriate for Mr. Musk to
    contact you like this?
        Answer. I had no issue with Mr. Musk contacting me.

        Question 8. Did Mr. Musk contact you at any other time after your
    nomination was announced? If so, please describe any such conversation
    and specify when it occurred.
        Answer. No, he has not.

        Credentials. Mr. Bedford, you said ``transparency'' is one of the
    top challenges facing the FAA. We absolutely need a leader at the
    agency who is transparent and does not misrepresent the facts. I am
    concerned, however, that you have not always been fully candid about
    your background.
        For years, the biography on your company's website represented that
    you hold ``commercial'' pilot ratings. It said this as recently as
    December 2024. But now that you have been nominated to lead FAA, this
    credential has been scrubbed from your online biography.

        Question 1. Mr. Bedford, you do not currently hold commercial pilot
    ratings, correct?
        Answer. It is true I fully completed all my commercial flight
    training, including the FAA written exam and FAA oral exam. However,
    due to weather, I was unable to complete my FAA check ride before
    switching jobs, and therefore did not formally obtain my commercial
    flight license.

        Question 2. You never held commercial pilot ratings, correct?
        Answer. Correct.

        Question 3. But as recently as October 2019, you indicated during
    remarks at Liberty University that you had commercial pilot ratings,
    stating: ``Between like, 1994-1997, I went through private, instrument,
    multi-engine, commercial, and by the time we got to our next labor
    negotiation three years later, I had all my ratings.'' Why did you
    claim to have commercial pilot ratings at this time?
        Answer. Context is important in this setting. I was simply trying
    to relate to these students' my appreciation for their achievements
    based on my own extensive flight training experience. I still fly, as a
    pilot, on a regular basis.

        Question 4. In declarations filed with a Federal bankruptcy court
    in 2016 and 2017, respectively, you declared under penalty of perjury:
    ``[I] am a licensed pilot and certified public accountant.'' However,
    although you obtained a CPA license in 1986, your license was ``null
    and void'' as of 1987. Mr. Bedford, you have not been authorized to
    practice as a CPA for over 25 years, correct?
        Answer. Our bankruptcy filings were prepared by highly competent
    lawyers who were aware of my background and the fact that I was not
    holding myself out as a current, practicing CPA on behalf of Republic
    Airways, or anyone else. I have not practiced professionally as a CPA
    since 1987.

        Question 5. I understand mistakes happen, but we need an FAA
    Administrator who won't play fast and loose with the facts. Will you
    commit to being fully transparent with Congress from the outset, even
    when the facts are inconvenient?
        Answer. Yes. Transparency and accountability are essential for
    public service.

        Prior Support for Diversity Initiatives. Mr. Bedford, in your
    company's April 2022 petition for an exemption from the 1500-hour rule,
    you argued that granting your petition would help advance a ``renewed
    industry-wide commitment to diversity, equity, and inclusion.'' And you
    acknowledged in your petition that promoting access for
    underrepresented groups, particularly minorities and women, would have
    ``no adverse impact on safety.''

        Question 1. Based on your petition, you must agree that we can
    promote diversity and access to aviation professions for
    underrepresented groups, including minorities and women, without
    compromising safety, correct?
        Answer. Promoting greater access to the transformational careers in
    the aviation profession, for all individuals, regardless of their
    financial means, is of immense importance to me personally. However, I
    would never allow someone who is not competent to operate an aircraft
    or provide access to the flight deck just because they checked a
    particular box. I commend President Trump and Secretary Duffy for their
    air traffic controller workforce initiative which will allow the best
    people the opportunity to train to become a licensed Air Traffic
    Controller, regardless of their financial status.
                                     ______

       Response to Written Questions Submitted by Hon. Edward Markey to
                                 Bryan Bedford
        Question 1. Will you commit to recuse yourself from working on any
    matter involving Republic during your full tenure as Administrator?
        Answer. If confirmed, I will fully comply with all applicable
    ethics laws and obligations, including recusal requirements. I will
    consult with FAA ethics officials to ensure that any necessary recusals
    are handled appropriately.

        Question 2. When officials from the FAA appeared before the Senate
    Commerce Committee last month, they said they had conducted an analysis
    of the effects of DOGE workforce cuts and delayed resignation offers on
    aviation safety.
        They promised to share that analysis but have not yet done so.
        If confirmed, can you commit to sharing that analysis with the
    Committee?
        Answer. If confirmed, I would review the analysis in question to
    better understand any legal, procedural, or security considerations
    that may apply. Subject to those factors, I am committed to ensuring
    appropriate transparency with the Committee.
                                     ______

        Response to Written Questions Submitted by Hon. Gary Peters to
                                 Bryan Bedford
        Question 1. Mr. Bedford, the FAA Reauthorization Act includes
    provisions I championed to ensure a quick transition to new non-PFAS
    firefighting foam and to provide financial resources to airports to
    help make that transition. To do that, we need to fund the PFAS
    Replacement Program for Airports.

        a. If confirmed, will you commit to moving this program?
        Answer. I recognize the importance of helping airports transition
    away from PFAS-based firefighting foams, and if confirmed, I will
    review the current status of the program and work to ensure it moves
    forward consistent with Congressional direction.

        b. Additionally, if confirmed, will you advocate for fully funding
    this program in accordance with Congressional intent to support
    airports in their transition away from PFAS foams?
        Answer. If confirmed, I will work with the Department and
    stakeholders to assess funding needs and ensure alignment with
    Congressional intent, subject to the overall budget process and
    priorities.

        Question 2. I am concerned that the Department's Deferred
    Resignation Program which has resulted in the loss of hundreds of FAA
    staff will undermine aviation safety and our ability to recruit and
    retain air traffic controllers. These losses included aeronautical
    information specialists, technical staff that help operate air traffic
    control equipment, and staff that hire and conduct background checks on
    new air traffic controllers.

        a. Do you agree that the loss of thousands of FAA support staff
    could undermine aviation safety and your ability to recruit and retain
    controllers?
        Answer. The FAA's workforce is critical to the agency's mission. It
    is my understanding that safety-critical positions were not eligible to
    participate in the program. If confirmed, I would work to ensure the
    FAA has proper staffing levels to carry out its core mission of safety.

        b. What is your plan to address that concern?
        Answer. If confirmed, I intend to review staffing shortfalls across
    the agency. Ensuring FAA has the workforce it needs to safely operate,
    fulfill its public safety mission, engage in the comprehensive
    modernization of the ATC system and grow our National Airspace System
    would be a top priority.

        Question 3. As part of the FAA Reauthorization, I authored a
    provision--with several Republicans on this committee--that instructed
    DOT to permanently establish the Women in Aviation Advisory Committee.
    Women make up less than 10 percent of licensed pilots and less than 3
    percent of aviation maintenance technicians. Recruiting more women is a
    necessity if we're going to address these workforce shortages.

        a. If confirmed, do you commit to supporting the implementation of
    this provision and taking recommendations from the committee into
    consideration when crafting workforce related policies at the FAA?
        Answer. If confirmed, I will work with the Department to understand
    the current status of this provision and how it is being implemented. I
    value efforts to strengthen and diversify the aviation workforce with
    the best skilled individuals we can attract. I would carefully review
    the Committee's recommendations as part of that broader effort.

        Question 4. The U.S. has had a long history of requiring two-pilots
    on the flight deck for commercial flight operations.

        a. If confirmed, are you committed to maintaining this standard?
        Answer. Based on current safety practices and operational
    realities, maintaining two pilots on the flight deck remains the global
    standard. I support that position, and any discussion of change would
    require a rigorous safety-based review involving all stakeholders.
                                     ______

      Response to Written Questions Submitted by Hon. Tammy Duckworth to
                                 Bryan Bedford
    Question Topic: FAA Staffing
        Question 1. If you are confirmed, will you provide me with a list
    of the job categories at FAA from which employees have been fired and/
    or accepted deferred resignation, so far, this year--and how many
    employees in each job category have left or are scheduled to leave the
    agency?
        Answer. If confirmed, I will work with the Department to gather the
    requested information regarding staffing changes at the FAA. I
    understand the importance of this data for oversight, and will need to
    ensure that I consider any applicable privacy and personnel regulations
    before making that commitment.

        Question 2. FAA has said it is exempting from staff reductions
    employees who are performing safety critical functions. Yet the overall
    mission of FAA is safety. What positions at FAA do you believe are not
    safety critical and, in particular, which positions do you believe are
    not safety critical in the following offices:

        a. Air Traffic Organization?

        b. Aviation Safety?

        c. Airports?

        d. Audit and Evaluation?

        e. Security and Hazardous Materials Safety?

        f. Office of Commercial Space Transportation?
        Answer. I am not presently inside the Agency. However, based on my
    review of publicly available information, it is my understanding the
    FAA employs tens of thousands of people with hundreds, if not
    thousands, of unique job positions. If confirmed, I intend to review
    staffing levels across the agency, including any potential impacts of
    deferred resignations. Ensuring FAA has the workforce it needs to
    safely operate, fulfill its public safety mission, engage in the
    comprehensive modernization of the ATC system and grow our National
    Airspace System would be a top priority.

        Question 3. FAA has a lot of work ahead of it to implement the FAA
    Reauthorization Act of 2024. I don't see how staff reductions will help
    FAA implement the law in full and on time. Can you guarantee to this
    committee that FAA will implement FAA Reauthorization in full and on
    time, regardless of staff reductions at FAA?
        Answer. Implementing the FAA Reauthorization Act of 2024 is a
    priority. If confirmed, I will work with the Department to assess
    staffing needs and ensure that the agency has the resources necessary
    to meet its obligations. I am committed to making every effort to
    fulfill the law's requirements in a timely and effective manner.
    Question Topic: Grants
        Question 1. If confirmed, will you commit to disbursing all grant
    funding that has been awarded to Illinois in full and without undue
    delay?
        Answer. If confirmed, I will work with the Department to ensure
    that grant funding awarded to Illinois is disbursed in accordance with
    applicable laws, regulations, and program requirements. Timely and
    efficient distribution of funds is important, and I am committed to
    facilitating this process within the framework established by the
    Department.
    Question Topic: Accessibility for Passengers with Disabilities
        Question 1. According to data from the Department of
    Transportation, airlines mishandled 11,527 wheelchairs and scooters in
    2023, leading to health and safety concerns for passengers with
    disabilities. In 2024, the Department finalized a rule, which set new,
    rigorous standards for assistance for passengers with disabilities--
    particularly those who use wheelchairs, mandated hands-on training for
    airline employees and contractors who physically assist passengers with
    disabilities and handle passengers' wheelchairs and specified actions
    that airlines must take to protect passengers when a wheelchair is
    damaged or delayed during transport. Notably, some of these
    requirements were included in the FAA Reauthorization Act of 2024. In
    February 2025, Airlines for America and its member companies filed a
    lawsuit with the U.S. Court of Appeals for the 5th Circuit, arguing
    that parts of the final regulation are ``unlawful.''

        a. If confirmed, will you recommend the Department of
    Transportation maintain the 2024 wheelchair rule and defend the rule
    against efforts to overturn some or all of it?
        Answer. If confirmed, I will work with the Department to review the
    2024 wheelchair rule. I am committed to ensuring that the safety and
    dignity of passengers with disabilities are upheld, and I will support
    the Department in its efforts to address these issues in accordance
    with the law.

        Question 2. Congress passed the FAA Reauthorization Act of 2024 (PL
    118-63), which requires the FAA to issue regulations and guidance to
    increase safety and accessibility for passengers with disabilities and
    an aging population. If confirmed as Administrator:

        A. Do you commit to implementing the FAA Reauthorization Act in
    full and on time, regardless of any Executive Order that may seek to
    delay or alter the act's implementation as required by law?
        Answer. If confirmed, I will work with the Department to implement
    the FAA Reauthorization Act of 2024 in accordance with its provisions
    and timelines, subject to any legal considerations or directives that
    may arise.

        B. Do you commit to placing all of the FAA Reauthorization Act's
    required regulations and guidance on the Unified Regulatory Agenda?
        Answer. I understand there is a process to placing regulations and
    guidance on the Unified Regulatory Agenda. I will ensure that the
    required regulations and guidance are placed on the Unified Regulatory
    Agenda, as appropriate, in line with the Department's regulatory
    processes.

        C. Do you commit to enforcing the regulations required by the FAA
    Reauthorization Act, including the final wheelchair rule mentioned in
    Question 1 ``Wheelchair Rule'' above?
        Answer. I am committed to enforcing all regulations that fall
    within the purview of the FAA.
    Question Topic: Sustainable Aviation Fuel
        Question 1. In 2021, multiple U.S. Federal agencies, including
    Department of Transportation and specifically the FAA joined an
    interagency working group to roll out the SAF Grand Challenge. This was
    a historic government-wide strategy for scaling up production of SAF
    that reduces cost and expands the use of SAF across the U.S. airline
    industry, while also growing the domestic biofuels sector. SAF is a
    bipartisan topic that Senator Moran and I proudly advocate for as co-
    chairs of the Senate SAF Caucus. SAF production is critical for the
    aviation industry. It also creates new economic opportunities in
    agricultural and rural communities while reducing environmental
    impacts. It also supports U.S. energy independence and global
    competitiveness. With the goal of 3 billion gallon per year by the 2030
    target, it is important that we remain committed to this goal of
    American grown, American made biofuels.

        a. Do you remain committed to the expansion of domestic SAF
    production and usage in this country?
        Answer. I recognize that sustainable aviation fuel has played an
    important role in supporting the aviation industry's long-term goals.
    If confirmed, I would look forward to working with the Department and
    other agencies to better understand the status of SAF initiatives and
    how FAA can continue to support the broader policy objectives involved.

        Question 2. Without the inclusion of U.S. agricultural feedstock
    for SAF we will miss an incredible economic and environmental
    opportunity. That being said, some international aviation sectors have
    chosen to measure their SAF carbon intensity using the International
    Civil Aviation Organization's (ICAO) Carbon Offsetting and Reduction
    Scheme for International Aviation or ``CORSIA''. However, domestically
    we prefer Illinois' Argonne National Laboratories, Department of Energy
    commissioned the Greenhouse gases, Regulated Emissions, and Energy use
    in Technologies Model or ``GREET Model'', as it correctly considers
    sustainable agricultural practices, reduced land and water uses and
    other relevant considerations in its calculations.

        a. Do you support the U.S. formally adopting the Argonne GREET
    model to measure our SAF carbon intensity?
        Answer. I'm aware that the GREET model has been widely supported by
    many stakeholders due to its ability to account for U.S.-based
    agricultural practices and energy inputs. If confirmed, I would review
    how the model aligns with existing policy frameworks and consult with
    the appropriate experts and agencies before offering a position on its
    formal adoption.

        b. Do you support the global aviation sector adopting one single
    model to measure the carbon intensity of SAF?
        Answer. Consistency in how carbon intensity is measured across the
    aviation sector is clearly merited, particularly for fostering
    international cooperation and market clarity. That said, different
    models may reflect different regional priorities. If confirmed, I would
    want to better understand the implications of model harmonization
    before taking a position.
    Question Topic: Federal Elections
        Question 1. Who won the 2024 U.S. presidential election?
        Answer. Donald Trump was the certified winner of the 2024
    presidential election.

        Question 2. Who won the 2020 U.S. presidential election?
        Answer. Joe Biden was the certified winner of the 2020 presidential
    election.
                                     ______

       Response to Written Questions Submitted by Hon. Ben Ray Lujan to
                                 Bryan Bedford
        Question 1. Republic's Petition from 2022 to the FAA said that if
    granted would ``renewed industry-wide commitment to diversity, equity,
    and inclusion.''

        a. Do you still support initiatives to help underrepresented groups
    overcome barriers to the aviation industry?
        Answer. I believe looking for ways to hire the best, brightest, and
    most qualified candidates from all communities benefits the aviation
    industry and strengthens the workforce. Merit should drive access, not
    financial means.

        b. Was the DCA collision earlier this year caused by DEI policies?
        Answer. My understanding is that the DCA collision is currently
    being investigated by the FAA and NTSB. I do not want to jump to
    conclusions as to any findings on the matter.

        Question 2. What specific changes will you implement to update the
    Air Traffic Control systems and technologies, while maintaining or
    improving safety and reliability?
        Answer. Under President Trump and Secretary Duffy's leadership,
    there's already an ongoing effort within the FAA to develop a
    modernization plan for the air traffic control system. If confirmed, I
    would review the current modernization plan in detail, understand where
    progress stands, and identify where additional leadership or
    coordination could help ensure improvements continue without
    compromising safety.

        Question 3. Under the FAA Reauthorization, the FAA was directed to
    collaborate with the National Academies of Sciences, Engineering, and
    Medicine (NASEM) on a 12-month-long study focused on unsafe cabin
    temperatures and conditions. The FAA has recently given an update that
    they ``will finalize an agreement and funding for the project after
    defining the scope.'' Will you commit to providing an update about when
    Congress can expect the findings of this study and what else is the FAA
    doing to address unsafe cabin temperatures?
        Answer. If confirmed, I would work with FAA staff to understand the
    current status of the study with NASEM and provide appropriate updates
    to Congress. I would also need to learn more about what additional
    actions may already be underway or may be needed to address cabin
    temperature issues effectively.

        Question 4. How will you collaborate with scientists or research
    organizations to improve safety, standards, and energy efficiency
    within the airline industry?
        Answer. The FAA has a strong history of partnering with research
    institutions and technical experts. If confirmed, I would support
    maintaining those partnerships, where appropriate, and would seek to
    understand where further collaboration could help address any emerging
    safety and energy-efficiency challenges. I do believe that the greatest
    opportunity to reduce aviation fuel consumption and thereby carbon
    emissions will be derived from ATC modernization which can
    significantly reduce current ground hold times and air holding times by
    aircraft en route.

        Question 5. The increase in extreme weather events is causing more
    delays, cancellations, and hazards for flights. How do you plan to
    ensure the airline industry is adaptive and resilient to these changes
    without sacrificing safety?
        Answer. Weather has always been a challenge for aviation. If
    confirmed, I would need to better understand the FAA's current work on
    weather forecasting, traffic management, operational planning, facility
    risk, and resilience to evaluate where improvements can be made to
    maintain both safety and system resilience.

        Question 6. Did Joe Biden lawfully win the 2020 presidential
    election?
        Answer. Joe Biden was the certified winner of the 2020 presidential
    election.

        Question 7. Did Donald Trump lawfully win the 2024 presidential
    election?
        Answer. Donald Trump was the certified winner of the 2024
    presidential election.
                                     ______

     Response to Written Questions Submitted by Hon. John Hickenlooper to
                                 Bryan Bedford
    Air Traffic Control Outages
        Communications outages that impact Air Traffic Control (ATC)
    operations have continued to increase in their frequency and severity.
    Recently, the Denver Air Route Traffic Control Center recently had a
    communications outage that impacted primary and backup communications
    channels used by ATC personnel. Despite redundant systems for safety,
    any ATC outage for any duration is unacceptable to the American public.

        Question 1. Mr. Bedford, do you believe the FAA accurately records
    and discloses to the public how often these occur? How could the FAA
    increase transparency around the impact of ATC communications outages?
        Answer. ATC outages are serious events that merit full transparency
    and public trust. If confirmed, I would assess how these events are
    currently tracked and reported and explore whether additional steps
    could be taken to ensure clear, accurate information and timely
    communication to the public about their impact, without unnecessarily
    undermining the public's confidence in the safety of air travel.
    Single Pilot Operations
        The International Civil Aviation Organization (ICAO), of which the
    U.S. is a founding member, has been investigating ``Extended Minimum
    Crew Operations.'' If this rulemaking were advanced, it could allow for
    one human pilot alongside an autonomous system to operate on the flight
    deck for a commercial flight.

        Question 2. Mr. Bedford, what safety considerations would you
    direct the FAA to consider and prioritize if this proposal were to
    advance at the international level? What concerns does this raise for
    you?
        Answer. Any changes to flight crew standards would need to undergo
    thorough and rigorous safety evaluation. If confirmed, I would expect
    FAA to take a cautious and evidence-based approach, examining issues
    like pilot incapacitation, system redundancy, cybersecurity, and public
    confidence before taking any position. I would also want to understand
    the full scope of ICAO's proposal and its implications for domestic
    operations.
    Supersonic Aviation
        President Trump issued an Executive Order directing the FAA to (1)
    repeal the prohibition on overland supersonic flight and (2) establish
    a noise-based certification standard. While supersonic aviation has the
    ability to transform our economy and increase access to long-distance
    destinations, it is of the utmost importance that supersonic aviation
    is safely integrated into our National Air Space. The FAA plays a key
    role in entrusting that safe integration takes place while also
    mitigating noise disturbances.

        Question 3. Mr. Bedford, if confirmed, how would you consider
    noise, airspace integration, and airport infrastructure concerns during
    this rulemaking?
        Answer. If confirmed, I would need to understand the FAA's current
    work on these issues and how they are balancing all safety
    considerations with innovation. I would look to ensure that all factors
    are appropriately weighed in any rulemaking process.
    Artificial Intelligence Integration for ATC Modernization
        Artificial intelligence and machine learning are already in use for
    low-risk use cases by airlines. When applied safely and intentionally,
    AI has the ability to help improve efficiency and lower costs.

        Question 4. Mr. Bedford, as the FAA continues its work towards
    modernizing the air traffic control system, how would you guide the
    agency towards integrating AI and machine-based learning to enhance
    efficiency and safety?
        Answer. AI has promising applications in aviation, but safety must
    come first. If confirmed, I would need to better understand what
    safeguards, especially cyber risk protections, privacy and data risk
    security, oversight, and testing are in place today, and how FAA is
    evaluating new technologies. Ensuring that AI tools augment, rather
    than replace, human oversight will be an important focus.
    PFAS and Firefighting Foam
        For decades, commercial service airports have used fluorinated
    firefighting foams containing PFAS. The FAA Reauthorization Act of 2024
    authorized a new grant program to support airports in transitioning to
    fluorine-free alternatives.

        Question 5. Mr. Bedford, as airports begin to make this transition,
    what guidance and assistance do you anticipate that the FAA will
    provide? How will you support airports in this endeavor?
        Answer. I understand this transition is both important and complex.
    If confirmed, I would need a clear picture of the current status of
    FAA's guidance and support and work with stakeholders to make sure
    airports are receiving the resources and clarity they need to implement
    mitigation alternatives safely and effectively.
    Grant Requirements
        I appreciate your commitment to taking action to improve aviation
    safety. However, I am concerned that the Department of Transportation
    and FAA's attempt to impose new mandates that are unrelated to aviation
    safety in order for airports to receive Federal funds will undermine
    safety.
        In September 2023, Denver International Airport (DEN) in Colorado,
    the Nation's third busiest airport, completed Taxiway EE. This safety
    project, completed with FAA funds, eliminated an identified hot spot
    and improved airfield efficiency. But if airports like DEN are denied
    FAA grants for reasons unrelated to aviation, it risks harming the
    safety of the entire national airspace system.

        Question 6. Mr. Bedford, if confirmed, do you pledge to continue to
    fund critical safety and modernization infrastructure projects without
    conditioning them on irrelevant requirements?
        Answer. Safety and modernization are essential to the FAA's
    mission. If confirmed, I would need to understand the current grant
    criteria and how decisions are made to ensure they align with the
    agency's core safety responsibilities. I understand the importance of
    keeping those priorities focused and consistent.
    Advisory Group Engagement
        Following a mid-air collision at Centennial Airport in Colorado in
    2021, corrective actions led to a new traffic pattern. This resulted in
    increased low-flying traffic over local communities and, subsequently,
    increased noise levels.
        The FAA, Centennial Airport, flight schools, and the local
    community came together to form the Centennial Airport Community Noise
    Roundtable Study Group Committee. This innovative engagement has been
    seen as a template for such noise-related aviation concerns across the
    country. However, earlier this year, FAA involvement in this process
    was suddenly halted due to an agency-wide prohibition on engagement
    with such outside groups, regardless of their effectiveness or purpose.

        Question 7. Mr. Bedford, if confirmed, will you direct the FAA to
    continue this important work with community-led organizations so that
    these aircraft noise mitigation efforts could be replicated elsewhere
    in Colorado and potentially across the country?
        Answer. Community engagement plays a meaningful role in local
    aviation issues. If confirmed, I would review the current FAA policy on
    outside group engagement to better understand the rationale for recent
    changes, as well as explore options to support effective, transparent
    collaboration where it aligns with FAA's mission.

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