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Commentary: Who's responsible for the aviation mess? Transportation Secretary Duffy says it's everyone but him

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Commentary: Who's responsible for the aviation mess? Transportation Secretary Duffy says it's everyone but him

Picking out the worst performer among Donald Trump’s Cabinet appointees is a tough job — it’s a competitive race, after al l— but one member who deserves to be in the running by almost any measure of incompetence is Sean Duffy, the secretary of Transportation.

Duffy is a classic example of someone who knows who’s responsible for the screwups on his watch, and it’s never him.

He has spent the last weeks and months blaming the Biden administration for numerous operational failures in our air traffic system since he took over. Those include the Jan. 29 midair collision over Washington, D.C., that cost 67 air passengers their lives, as well as several near-misses on the ground.

I think we need to be a little bit more precise in downsizing a department with a mission as critical as DOT’s.

— Rep Steve Womack (R-Ark.)

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Some Trump Cabinet members have more important portfolios than Duffy —Homeland Security Secretary Kristi Noem and Defense Secretary Pete Hegseth, neither of whom has displayed anything approaching basic competence at their job, come immediately to mind.

But the American public is bound to be particularly sensitive to the functioning of our transportation infrastructure. That’s especially true when it comes to the safety and reliability of air travel; every flight delay and safety-related mishap hits American travelers in the gut.

The highest-profile failure (so far) is the disaster named Newark Liberty International Airport, where flight delays can last for the better part of a day and questions about safety are rife.

Duffy, a former reality show contestant and four-term congressman, comes to the blame game with dirty hands. Let’s take a look.

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First, here’s what he’s said about the condition of FAA operations and staffing.

“I think it is clear that the blame belongs with the last administration,” he said Monday during a news conference at DOT headquarters. “Pete Buttigieg and Joe Biden did nothing to fix the system that they knew was broken.” He said, “During COVID, when people weren’t flying? That was a perfect time to fix these problems.”

A couple of points are pertinent here. First, in 2019, when Duffy was a Republican member of Congress from Wisconsin, the bill to fund the Department of Transportation among other agencies came before the House. Duffy voted against it. So did 179 other members of the GOP caucus; 12 Republicans joined the Democrats to pass the measure.

Second, the pandemic year in which “people weren’t flying” was 2020. That year, the domestic passenger count plummeted to 369.4 million from 926.7 million the previous year. It was the lowest figure since 1984.

Who was president in 2020? Not Biden, but Donald Trump.

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After 2020, passenger loads crept back up, reaching 666.2 million in 2021 and continuing higher to the record of 982.7 million last year. If there was an opportunity to upgrade the air traffic system at the least inconvenience to passengers, it was 2020. But nothing was done then, on Trump’s watch.

I asked the Department of Transportation last week if Duffy could reconcile these evidently misleading and inconsistent statements. I’m still waiting for a reply.

Duffy has maintained that it’s still safe to fly in and out of Newark, despite outages during which air traffic controllers’ screens went black and radios went silent — for 30 seconds on April 28 and 90 seconds on May 9. A backup system failed at the airport May 11 for 45 minutes, causing delays and cancellations for hundreds of flights.

Duffy admitted to the right-wing radio host David Webb on May 12 that he had switched his wife’s flight reservation for the next day from Newark to LaGuardia airport. He subsequently explained that he didn’t say to do so because he thought Newark was unsafe, but to spare her a long delay. In other words, he had found a solution for his family, but not for the overall traveling public, which didn’t speak well for his management of the mess at Newark.

It’s proper to note that the Federal Aviation Administration has been in an operational funk for years. Duffy can try to blame Biden, but that’s a smokescreen. During Trump’s first term, when the FAA’s problems were well known, hiring and deployment of air traffic controllers actually shrank from the level during the Obama administration according to the DOT’s inspector general, to the point where staffing “could not keep pace with attrition.”

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In the first budget he submitted after taking office in 2017, Trump proposed slashing the DOT budget by 13%. The budget plan called for cutting 30,000 workers from the FAA staff.

The problems date back even further — at least to 1981, when Ronald Reagan fired 11,000 air traffic controllers at a single blow to break their union. A frenzy of hiring and training followed, but the replacement cohort has passed its retirement age. The FAA is currently about 3,000 controllers shy of its target staffing, so the people on the job are stretched to their breaking point.

It isn’t as if Trump and Duffy pulled out all the stops to fix the FAA’s chronic problems upon taking office. Some 3,000 “probationary” employees at the agency were fired during a DOGE rampage, according to a count by the Professional Aviation Safety Specialists, the union representing safety and technical workers at the FAA, and a statement by Rep. Steve Womack (R-Ark.), chair of the subcommittee overseeing the Transportation Department budget. The probationary firings and two subsequent rounds of buyouts will bring staffing at the DOT down by 12% since Trump took office.

During appearances last week before the House and Senate appropriations committees, Duffy boasted about saving taxpayers nearly $10 billion during the first 100 days of the Trump administration. That provoked Womack to riposte, “I think we need to be a little bit more precise in downsizing a department with a mission as critical as DOT’s. … The question is pretty simple: How many departures can you handle without eroding the ability to carry out a safe and effective mission?”

“We can do more with less, Mr. Chairman,” Duffy replied. When staff accept buyout offers to retire or resign, he said, “we should take them up on that. … If I have people who don’t want to be there, let’s get some people in who are hungry to do the work.” Indeed, after the first round of firings at the FAA, DOGE boss Elon Musk issued a public appeal that air traffic controllers who had “retired, but are open to returning to work, please consider doing so.”

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Furthermore, Trump’s freeze on disbursement of funds from Biden’s Infrastructure Investment and Jobs Act and Inflation Reduction Act encompassed modernization projects at airports nationwide.

Musk’s fingerprints were also on the resignation of FAA Administrator Michael Whitaker, a former airline executive and former FAA deputy administrator who had been unanimously confirmed to a five-year term in October 2023. Whitaker resigned as of Jan. 20 after clashing with Musk over the FAA’s oversight of SpaceX, which Musk owns.

Trump has nominated Republic Airways Chief Executive Bryan Bedford as his replacement, but Bedford hasn’t been confirmed.

During his Senate appropriations committee testimony on Thursday, Duffy maintained that his budget cuts and firings hadn’t compromised safety at all. He specifically denied that any air traffic controllers had been fired or offered buyouts.

Unfortunately for Duffy, Sen. Patty Murray (D-Wash.), a lawmaker whose mild demeanor masks her habit of coming to a debate with hard information in hand, was in the room. She listed for Duffy all the steps he had taken that had caused “unacceptable chaos” in the air transport system.

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Since Jan. 20, she said, “virtually every dollar and transportation project has been held up at some point. You are causing a traffic jam, from freezing funding for projects to creating new hurdles by reevaluating grants that had already been approved, adding red tape by forcing unacceptable political demands on state and local transportation agencies, and outright canceling and cutting grants. … No prior Transportation secretary has cut funding for previously awarded grants in this manner.”

As for Duffy’s blaming the Biden administration “for absolutely everything,” Murray continued, “the last administration did not make the decision to hold up thousands of grants, had nothing to do with the new red tape that you have created, and certainly did not let go of hundreds of staff to help get those grants out the door.”

Turning to Duffy’s assertion that no air traffic controllers had been fired or bought out, Murray told him, “While you talk about modernizing the air traffic control system, you have forced out more than 2,000 FAA employees who support those air traffic controllers — the technicians, the mechanics, the engineers, the IT specialists at the FAA who were working on modernization.”

Duffy, indeed, stepped on his own arguments. He complained that the Biden administration had saddled him with some 3,200 contracts that had been awarded but needed to be signed. But he acknowledged that he had to go through those contracts to eliminate provisions he thought smacked of “wasteful DEI and climate requirements.” These are ideological shibboleths and by no means “wasteful,” since DOT projects have manifest effects on the welfare of residents in the communities where they’re built or planned and on climate change itself.

As it happens, on April 24, Duffy sent a letter to all recipients of DOT funds —effectively virtually every state and thousands of local jurisdictions, warning them that pursuing “DEI goals … violates federal law.” He threatened explicitly to withhold DOT funding from jurisdictions that fail to cooperate with federal immigration authorities. This is the “red tape” that Murray referenced.

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Whether DEI programs and failures to cooperate with federal immigration roundups really violate federal law, as Duffy asserted, is not remotely a settled legal question, but the matter is before federal judges across the land. The fact that Duffy is wasting his time by making these threats and combing through awarded contracts to ferret out such putative violations is, however, a settled question: Of course he is.

It may not be long now before Duffy’s ideological vetting of transportation contracts and his decimation of the working staff at the FAA cause even greater disruptions in the air and on land, potentially with fatal consequences. His efforts to blame everyone else for his own failures are sure to have a very short half-life. Raise your tray tables and your reclining seats, and fasten your seat belts. We may be coming in for a hard landing.

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After Warner Bros. merger, changes are coming to the historic Paramount lot. Here’s what to expect

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After Warner Bros. merger, changes are coming to the historic Paramount lot. Here’s what to expect

With Paramount Skydance’s acquisition of Warner Bros. expected to saddle the combined company with $79 billion in debt, Paramount executives are looking to do away with redundant assets including real estate — and there is a lot of that.

Chief in the public’s imagination are their historic studios in Burbank and Hollywood, where legendary films and television show have been made for generations and continue to operate year-round.

“Both of these studios are in the core [30-mile zone,] the inner circle of where Hollywood talent wants to be,” entertainment property broker Nicole Mihalka of CBRE said. “It’s very prime real estate.”

When Sony and Apollo were bidding for Paramount in early 2024, their plan was to sell the Paramount property, but there is no indication that Paramount would part with its namesake lot.

For now, Paramount’s plan is to keep both studios operating with each studio releasing about 15 films a year, but the goal is to eventually consolidate most of the studio operations around the Warner Bros. lot in Burbank in order to to eliminate redundancies with the Paramount lot on Melrose Avenue, people close to Chief Executive David Ellison said.

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A view of the Warner Bros. Studios water tower Feb. 23, 2026, in Burbank.

(Eric Thayer / Los Angeles Times)

Paramount would not look to raze its celebrated studio lot — the oldest operating film studio in Los Angeles — because of various restrictions on historic buildings there. Paramount also has a relatively new post-production facility on site and will likely need to the studio space.

Instead, the plan would be to lease out space for film productions, including those from combined Paramount-HBO streaming operations. Ellison also is considering plans to develop other parts of the 65-acre site for possible retail use, as well as renting space for commercial offices.

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The studios’ combined property holdings are vast, and real estate data provider CoStar estimates they have about 12 million square feet of overlapping uses, including their studio campuses, offices and long-term leases in such film centers as Burbank, Hollywood and New York.

Century-old Paramount Pictures Studios is awash in Hollywood history — think Gloria Swanson as Norma Desmond desperately trying to enter its famous gate in “Sunset Boulevard,” and other classics such as “The Godfather,” “Titanic” and “Breakfast at Tiffany’s.”

The lot, however, is a congested warren of stages, offices, trailers and support facilities such as woodworking mills that date to the early 20th century. The layout is byzantine in part because Paramount bought the former rival RKO studio lot from Desilu Productions to create the lot known today.

Warner Bros. occupies 11 million square feet and owns 14 properties totaling 9.5 million square feet, largely in the United States and United Kingdom, CoStar said. About 3 million square feet of that commercial property is in the Los Angeles area.

The firm’s portfolio also includes the sprawling Warner Bros. Studios Leavesden complex in the U.K. and Turner Broadcasting System headquarters in Atlanta.

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Paramount Skydance occupies 8 million square feet and owns 14 properties totaling 2.1 million square feet, according to CoStar. In addition to its Hollywood campus, Paramount’s holdings include prominent buildings in New York such as the Ed Sullivan Theater and CBS Broadcast Center.

Warner Bros. operates a 3-million-square-foot lot in Burbank with more than 30 soundstages — along with space for building sets and backlot areas — where famous movies including “Casablanca” and television shows such as “Friends” were filmed. Paramount’s 1.2-million-square-foot Melrose campus anchors a broader network of owned and leased production space, CoStar said.

Paramount’s lot is already cleared for more development. More than a decade ago, Paramount secured city approval to add 1.4 million square feet to its headquarters and some adjacent properties owned by the company.

The redevelopment plan, valued at $700 million in 2016, underwent years of environmental review and public outreach with neighbors and local business owners.

The plan would allow for construction of up to 1.9 million square feet of new stage, production office, support, office, and retail uses, and the removal of up to 537,600 square feet of existing stage, production office, support, office, and retail uses, for a net increase of nearly 1.4 million square feet.

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The proposal preserves elements of the past by focusing future development on specific portions of the lot along Melrose and limited areas in the production core, architecture firm Rios said.

The Warner Bros. and Paramount lots “are two of the most prime pieces of real estate in the country,” Mihalka said. “These are legacy assets with a lot of potential to be [tourist] attractions in addition to working studios.”

Hollywood is still reeling from previous mergers, in addition to a sharp pullback in film and television production locally as filmmakers chase tax credits offered overseas and in other states, including New York and New Jersey.

Last year, lawmakers boosted the annual amount allocated to the state’s film and TV tax credit program and expanded the criteria for eligible projects in an attempt to lure production back to California. So far, more than 100 film and TV projects have been awarded tax credits under the revamped program.

The benefits have been slow to materialize, but Mihalka predicts that the tax credits and desirability of working close to home will lead to more studio use in the Los Angeles area, including at Warner Bros. and Paramount.

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“These are such prime locations that we’ll see show runners and talent push back on having shows located out of state and insist on being here,” she said. “I think you’re going to see more positive movement here.”

Times staff writer Meg James contributed to this report.

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How our AI bots are ignoring their programming and giving hackers superpowers

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How our AI bots are ignoring their programming and giving hackers superpowers

Welcome to the age of AI hacking, in which the right prompts make amateurs into master hackers.

A group of cybercriminals recently used off-the-shelf artificial intelligence chatbots to steal data on nearly 200 million taxpayers. The bots provided the code and ready-to-execute plans to bypass firewalls.

Although they were explicitly programmed to refuse to help hackers, the bots were duped into abetting the cybercrime.

According to a recent report from Israeli cybersecurity firm Gambit Security, hackers last month used Claude, the chatbot from Anthropic, to steal 150 gigabytes of data from Mexican government agencies.

Claude initially refused to cooperate with the hacking attempts and even denied requests to cover the hackers’ digital tracks, the experts who discovered the breach said. The group pummelled the bot with more than 1,000 prompts to bypass the safeguards and convince Claude they were allowed to test the system for vulnerabilities.

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AI companies have been trying to create unbreakable chains on their AI models to restrain them from helping do things such as generating child sexual content or aiding in sourcing and creating weapons. They hire entire teams to try to break their own chatbots before someone else does.

But in this case, hackers continuously prompted Claude in creative ways and were able to “jailbreak” the chatbot to assist them. When they encountered problems with Claude, the hackers used OpenAI’s ChatGPT for data analysis and to learn which credentials were required to move through the system undetected.

The group used AI to find and exploit vulnerabilities, bypass defences, create backdoors and analyze data along the way to gain control of the systems before they stole 195 million identities from nine Mexican government systems, including tax records, vehicle registration as well as birth and property details.

AI “doesn’t sleep,” Curtis Simpson, chief executive of Gambit Security, said in a blog post. “It collapses the cost of sophistication to near zero.”

“No amount of prevention investment would have made this attack impossible,” he said.

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Anthropic did not respond to a request for comment. It told Bloomberg that it had banned the accounts involved and disrupted their activity after an investigation.

OpenAI said it is aware of the attack campaign carried out using Anthropic’s models against the Mexican government agencies.

“We also identified other attempts by the adversary to use our models for activities that violate our usage policies; our models refused to comply with these attempts,” an OpenAI spokesperson said in a statement. “We have banned the accounts used by this adversary and value the outreach from Gambit Security.”

Instances of generative AI-assisted hacking are on the rise, and the threat of cyberattacks from bots acting on their own is no longer science fiction. With AI doing their bidding, novices can cause damage in moments, while experienced hackers can launch many more sophisticated attacks with much less effort.

Earlier this year, Amazon discovered that a low-skilled hacker used commercially available AI to breach 600 firewalls. Another took control of thousands of DJI robot vacuums with help from Claude, and was able to access live video feed, audio and floor plans of strangers.

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“The kinds of things we’re seeing today are only the early signs of the kinds of things that AIs will be able to do in a few years,” said Nikola Jurkovic, an expert working on reducing risks from advanced AI. “So we need to urgently prepare.”

Late last year, Anthropic warned that society has reached an “inflection point” in AI use in cybersecurity after disrupting what the company said was a Chinese state-sponsored espionage campaign that used Claude to infiltrate 30 global targets, including financial institutions and government agencies.

Generative AI also has been used to extort companies, create realistic online profiles by North Korean operatives to secure jobs in U.S. Fortune 500 companies, run romance scams and operate a network of Russian propaganda accounts.

Over the last few years, AI models have gone from being able to manage tasks lasting only a few seconds to today’s AI agents working autonomously for many hours. AI’s capability to complete long tasks is doubling every seven months.

“We just don’t actually know what is the upper limit of AI’s capability, because no one’s made benchmarks that are difficult enough so the AI can’t do them,” said Jurkovic, who works at METR, a nonprofit that measures AI system capabilities to cause catastrophic harm to society.

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So far, the most common use of AI for hacking has been social engineering. Large language models are used to write convincing emails to dupe people out of their money, causing an eight-fold increase in complaints from older Americans as they lost $4.9 billion in online fraud in 2025.

“The messages used to elicit a click from the target can now be generated on a per-user basis more efficiently and with fewer tell-tale signs of phishing,” such as grammatical and spelling errors, said Cliff Neuman, an associate professor of computer science at USC.

AI companies have been responding using AI to detect attacks, audit code and patch vulnerabilities.

“Ultimately, the big imbalance stems from the need of the good-actors to be secure all the time, and of the bad-actors to be right only once,” Neuman said.

The stakes around AI are rising as it infiltrates every aspect of the economy. Many are concerned that there is insufficient understanding of how to ensure it cannot be misused by bad actors or nudged to go rogue.

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Even those at the top of the industry have warned users about the potential misuse of AI.

Dario Amodei, the CEO of Anthropic, has long advocated that the AI systems being built are unpredictable and difficult to control. These AIs have shown behaviors as varied as deception and blackmail, to scheming and cheating by hacking software.

Still, major AI companies — OpenAI, Anthropic, xAI, and Google — signed contracts with the U.S. government to use their AIs in military operations.

This last week, the Pentagon directed federal agencies to phase out Claude after the company refused to back down on its demand that it wouldn’t allow its AI to be used for mass domestic surveillance and fully autonomous weapons.

“The AI systems of today are nowhere near reliable enough to make fully autonomous weapons,” Amodei told CBS News.

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iPic movie theater chain files for bankruptcy

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iPic movie theater chain files for bankruptcy

The iPic dine-in movie theater chain has filed for Chapter 11 bankruptcy protection and intends to pursue a sale of its assets, citing the difficult post-pandemic theatrical market.

The Boca Raton, Fla.-based company has 13 locations across the U.S., including in Pasadena and Westwood, according to a Feb. 25 filing in U.S. Bankruptcy Court in the Southern District of Florida, West Palm Beach division.

As part of the bankruptcy process, the Pasadena and Westwood theaters will be permanently closed, according to WARN Act notices filed with the state of California’s Employment Development Department.

The company came to its conclusion after “exploring a range of possible alternatives,” iPic Chief Executive Patrick Quinn said in a statement.

“We are committed to continuing our business operations with minimal impact throughout the process and will endeavor to serve our customers with the high standard of care they have come to expect from us,” he said.

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The company will keep its current management to maintain day-to-day operations while it goes through the bankruptcy process, iPic said in the statement. The last day of employment for workers in its Pasadena and Westwood locations is April 28, according to a state WARN Act notice. The chain has 1,300 full- and part-time employees, with 193 workers in California.

The theatrical business, including the exhibition industry, still has not recovered from the pandemic’s effect on consumer behavior. Last year, overall box office revenue in the U.S. and Canada totaled about $8.8 billion, up just 1.6% compared with 2024. Even more troubling is that industry revenue in 2025 was down 22.1% compared with pre-pandemic 2019’s totals.

IPic noted those trends in its bankruptcy filing, describing the changes in consumer behavior as “lasting” and blaming the rise of streaming for “fundamentally” altering the movie theater business.

“These industry shifts have directly reduced box office revenues and related ancillary revenues, including food and beverage sales,” the company stated in its bankruptcy filing.

IPic also attributed its decision to rising rents and labor costs.

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The company estimated it owed about $141,000 in taxes and about $2.7 million in total unsecured claims. The company’s assets were valued at about $155.3 million, the majority of which coming from theater equipment and furniture. Its liabilities totaled $113.9 million.

The chain had previously filed for bankruptcy protection in 2019.

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