[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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